Service and Repair Manual: Original Instructions

Original instructions
REVISION 3-19
Service and Repair Manual

d245s
FOR SERIAL NUMBER: 733993
The following three hazard signal words are used throughout this manual to emphasize
important instructions. For the purpose of this manual, these signal words are defined as follows:
Indicates an hazardous situation which,

! DANGER if not avoided, will result in death or serious injury.
Indicates a hazardous situation which,

! WARNING if not avoided, could result in death or serious injury.
Indicates a situation which, if not avoided,

NOTICE may result damage to machinery or components.
California Proposition 65
! WARNING
Breathing diesel engine exhaust exposes you to chemicals known to
the State of California to cause cancer and birth defects or other
reproductive harm.
• Always start and operate the engine in a well-ventilated area.
• If in an enclosed area, vent the exhaust to the outside.
• Do not modify or tamper with the exhaust system.
• Do not idle the engine except as necessary.
SAFE OPERATING PRACTICES FOR DRILLERS
INTRODUCTION
SANDVIK MINING drilling equipment is carefully designed, tested and manufactured. When operated and
serviced by trained and qualified personnel, this machine will give safe and reliable service. There are
SANDVIK MINING offices world-wide to answer questions concerning the safe operation and maintenance of
this equipment.
To minimize the risk of accidents and injuries, all persons involved in the operation and servicing of this
machine MUST read and understand the following safety precautions and the manuals developed for this
machine.
While we believe that we have properly identified several potential hazards that could result in property
damage or injury or death to personnel, there are certain hazards which may be present that we have not
contemplated. It therefore is the responsibility of the drill owner, operator and crew to be certain that the drill
is properly equipped and safe to operate to assure accident free operation.
Safety Labels and Signals
Signal Words
The following hazard signal words are used throughout this products manuals and decals to emphasize
important instructions. These signal words are defined as follows:
DANGER
The DANGER signal word indicates a hazardous situation which, if not avoid-
ed, will result in death or serious injury.
WARNING
The WARNING signal word indicates a hazardous situation which, if not
avoided, could result in death or serious injury.
NOTICE
NOTICE
Indicates a situation which, if not avoided, may result in damage to machin-
ery or components.
General Hazard Symbol
This general hazard symbol identifies important safety messages in this manual. When you see
this symbol, be alert; your safety is involved. Carefully read and understand the message that
follows this symbol, and inform other users.
Safe Operating Practices for Drillers iii

User Obligations
WARNING
WARNING! This product may only be operated and maintained by a person
who has received proper training and has demonstrated that he or she has
the competence and the skills needed for safe and proper operation or main-
tenance.
The safe use of this product depends on, among other things, a combination of design and construction
measures taken by the manufacturer, skills of the operators and protective measures taken by the users.
This manual and its instructions are an essential and integral part of this product and must remain in the cab
and be available for users. It is important to forward the information contained in this manual on to any
subsequent users of this product.
Sandvik prohibits anyone with the access to this machine from consuming, possessing or distributing:
• Intoxicants and narcotics

• Legal or illegal drugs
• Items related to either of these
• Firearms
• Unapproved explosives
This safety information includes the following: transport, assembly, installation, commissioning, use, settings,
operation, cleaning, troubleshooting, maintenance and disposal of machinery. If you need more detailed
instructions, do not hesitate to contact your local Sandvik representative.
Operators and maintenance personnel should include the following as part of their safety program:
• Use of personal protective equipment (PPE)

• Provision and use of additional safeguards
• Attend regular site safety and safe working procedures training.
Other issues the operators and maintenance personnel should be aware of:
• Mine site organization and supervision

• Workplace safety, including safe working procedures
• Permit-to-work systems
When a Sandvik product has been involved in a near-miss incident or accident, it MUST be reported to a
Sandvik representative without delay!
The following safety guidelines apply to every person working with this equipment or in its vicinity. Every
person is responsible for their own safety and for the safety of their colleagues. In the case of a violation of
safety guidelines or regulations, each person is responsible to warn the others and to notify the responsible
supervisor.
WARNING
WARNING! The use of non Sandvik authorized replacement parts can cause
an uncontrolled risk to the machine’s users. The use of non-authorized parts
is prohibited. Always use genuine Sandvik parts.
Managing Work Related Hazards

The users must always perform a local risk assessment before every new task. For example: A work shift
change or before performing maintenance. This assessment, also known as a Real Time Hazard Analysis,
iv
ensures that the user stops and thinks about what she or he is going to do before starting to work allowing
them time to:
• Identify potential hazards that could impact themselves, their colleagues, the environment, the machine
and/or work method while they are performing the task.
• Assess the risks and implement the actions needed to eliminate or reduce the risk.
To ensure that only qualified users work with Sandvik equipment, the employer must:
• Validate training methods

• Verify competence and skills
• Monitor and evaluate user performance regularly
• See that all operators of this equipment are thoroughly trained (with special emphasis on safety), compe-
tent, physically fit and if required, licensed.
• Assign specific crew members specific safety responsibilities and instruct them how to report any unsafe
conditions.
• Enforce the use of protective clothing, eye and hearing equipment.
• See that the operation and maintenance of this drill is in compliance with all Federal, State and local
codes, regulations and standards.
• Ensure that the work area is appropriately illuminated when drilling is performed at night.
• Maintain a complete first aid kit at the drill site. At least two members of the drilling crew or personnel in
the area where the drill is operated should be familiar with first aid and Cardiac Pulmonary Resuscitation.
• Contact the utility companies for the exact location of underground transmission lines in the drilling area.
The employer should plan for the job by asking:
• Will the drilling take place in wet formations?

• Are there utility lines or structures that must be moved or avoided?
• Are there unusual or extreme weather conditions expected?
• Will drilling be done in night hours?
• Will the machine be propelled on inclines?
• Will drilling be done into difficult formations?
• Has a drilling pattern been developed?
• What is the required depth of the drilling pattern?
• Will special drilling tools be required to complete the job?
• Will vertical or angle drilling be required?
Periodic Safety Inspections

It is important to thoroughly inspect this product before starting to ensure it is safe to operate. Look for
defects and damage before any operation so any problems can be reported and fixed.
The operator shall be responsible to ensure:
• The machine is to be checked in accordance with the requirements of the machine operating procedures
before, during and after use and operation. The Operator’s Manual which should always be located in the
cab of the machine.
• Safety features, such as labels, safeguards and others should be checked frequently and repaired imme-
diately, if damaged.
• Check that there are no “lockouts” or “tagouts” attached to the controls.
• Check the machine log book to see that periodic maintenance and inspections have been performed, and
that all necessary repairs have been made.
Safe Operating Practices for Drillers v

• After starting the engine, check all indicators, emergency stop, trip devices and gauges for serviceability.
• Check the fire extinguisher (s) for charge and accessibility.
• Clean the cab interior windows if necessary.
• Test all controls for proper operation.
• Check access ladders and decking for damage and slipping hazards such as mud, oil or ice.
• At the end of the shift, the operator must properly secure the drill to prevent the machine from being oper-
ated by unauthorized individuals.
• The operator must never permit personnel to ride on the machine except in the passenger compartment.
DANGER
ELECTRICAL SHOCK HAZARD!
The operator should treat all power lines as live. Operating near or contacting
a power line with any part of the machine can result in electrocution. Do not
raise the drilling mast or operate the machine in the vicinity of electrical pow-
er lines without checking the minimum safe operating perimeter set by local,
state or federal regulations.
• The operator must see that all emergency stops, “operational aids” and “warning signals” are functional
before operating.
• The operator must be alert, physically fit, and free from the influences of drugs, alcohol and medications
that might impair eyesight, hearing or reactions.
• The operator should not attempt to start, operate or service the drill unless he has been properly trained
and read this manual.
• The operator should not operate this equipment if any of its controls display a “lockout” tag.
• If an unsafe condition exists, the operator must place a tag, identifying this condition, on the starting con-
trols and alert other potential users of the drill.
• The operator should not operate the drill without first checking that all personnel protection equipment
(PPE) and machinery guards are in place.
• Raising or lowering the mast, and drilling with an unsupported or unleveled machine can result in exces-
sive structural stress to the machine frames or can cause the machine to overturn.
• Before leaving the operator's station, all controls must be in the neutral position with all locking and safety
devices engaged. Do not allow the drill to operate unattended.
• Do not park or position the machine on grades that exceed the tilt ratings. Park or position the machine
on level ground or across (horizontal) grade.
• Park or position the machine to allow the wind to carry engine exhaust fumes away from the operator.
Exhaust fumes from diesel engines are lethal.
Periodic Maintenance
Following the preventive maintenance schedule in the Maintenance manual is an essential procedure to
ensure and maintain safety and performance of the product. Follow the given instructions for maintenance
and inspection for this product.
DANGER
BURN HAZARD!
The sudden release of a pressurized lid or hose can spray hot oil.
Do not open hydraulic tanks, air reservoirs or hydraulic connections while
the machine is running or the systems are under pressure.
vi
• Before entering any enclosure, be sure that the door is secured open. Avoid entrapment; be sure that no
one is inside any enclosure before closing and latching the doors. Enclosures can cause suffocation.
• Before starting any service or maintenance work, always perform a safety/risk analysis of the task. Per-
forming maintenance work without the proper tools and personal protection equipment can cause serious
injury or death.
• Climbing the mast is a crushing and falling hazard. Climbing the mast may cause serious injury or death.
Stay off the mast at all times.
DANGER
SKIN INJECTION HAZARD
Hydraulic oil under extreme pressure from a small opening can penetrate the
skin and inject oil into the body.
Do not attempt to locate a hydraulic leak by using your hand.
If injected, SEEK MEDICAL ATTENTION IMMEDIATELY.
DANGER
HIGH PRESSURE INJECTION HAZARD
Pressure in hydraulic systems can be retained for long periods of time. If not
properly released before maintenance people attempt to work on the hydrau-
lic system, this pressure can let components move or cause hot oil to spray
and hose ends to shoot out at high speed.
Release system pressure before attempting to make adjustments or repairs.
• Carelessness in getting on and off equipment can result in serious injuries. Always wait until the machine
has completely stopped. Do not jump on or off. Always use both hands and feet and use the 3-point con-
tact rule.
• Riding the top drive up and down the mast is a crushing hazard. Never ride the top drive for any reason!!!
It was not designed to be an elevator.
Personal Protective Equipment (PPE)

Operators, maintenance people and anyone in the vicinity of this product MUST wear approved personal
protective equipment, which includes but is not limited to:
• Safety helmet
• Goggles
• Hearing protection
• Steel toed boots
• Respirator
• Safety gloves
• Close fitting overalls
• Safety harness
• High visibility vest
Do not wear loose clothing or jewelry that can snag on controls or other components of this machine. Confine
long hair.
Special conditions may require the use of additional PPE as specified in safe working procedures.
Safe Operating Practices for Drillers vii

Diesel Emissions Hazard
DANGER
DIESEL EMISSION HAZARD!
Prolong exposure to diesel emissions will increase the risk of death or

severe health effects.
Only operate and maintain the equipment according to all applicable

instructions, procedures, laws, and regulations.
Study diesel exposure controls and implement solutions that are most
feasible for your case based on your site-specific risk assessment. Always
wear approved personal protective equipment.
International Agency for Research on Cancer has classified diesel exhaust as a carcinogen to humans.
Diesel exhaust includes gases, vapors and particles made up primarily of carbon, ash, metallic abrasion
particles, sulfates and silicates. In addition to severe long term health effects, diesel emissions cause short
term effects such as eye and respiratory irritation.
All mines and construction sites with diesel powered equipment must have documented diesel emission
control plans and monitoring programs to ensure that human exposure is reduced as low as practicable.
Risks must be assessed and control measures implemented according to the hierarchy of controls. All areas
where people may be exposed must be considered; work force and incidental exposure included.
All mines and construction sites with diesel powered equipment must follow and comply with all applicable
legislation and industry requirements relating to controlling and limiting worker exposure to diesel emissions.
Locally applicable information is available from various sources, including but not limited to legislation,
standards, guidelines, rules, safety bulletins, strategies, best practices, instructions and position papers.
The following equipment related control measures must be taken to control diesel emissions and related
exposure:
• Operate and maintain the equipment according to instructions, especially according to the engine
supplier’s instructions.
• Ensure equipment users are trained on how operator behavior affects emissions.
• Monitor the information provided by the control systems as well as the indicator lights. If any warning or
alarm appears, take corrective actions immediately.
• Avoid unnecessary idling of engine. Keep engine revolutions as steady as possible.
• If the equipment has a closed cabin, keep the cabin clean and in good condition. Keep windows closed.
Pay special attention to the air conditioning unit, filtration components and door and window seals;
ensure they are constantly maintained and in intended condition. Make sure that instructions provided
in pre-start inspection and maintenance checklists are followed.
• Ensure that maintenance personnel are trained on servicing cabins in order to effectively manage the
risk of exposure to airborne contaminants.
• Sample and analyze engine emissions as instructed.
• Use low emission fuels and quality fuel additives.
• Always wear approved PPE according to site requirements.
viii
Limits of This Machine
Intended use of this Rig

This machine is designed for construction and surface mine drilling. The maximum inclination angles for this
machine can be found in the ‘Tramming Stability’ topic of the Operator’s manual.
Recommended Operating Conditions

This machine was designed to operate at ambient temperatures of -40°C to +54°C (-40°F to +130°F).
Manners and Conditions In Which This Machine Should NOT Be Used

Never operate this machine with:
• Inadequate training of operator.

• Unauthorized persons in working area.
• Inadequate lighting.
• Inadequate grading.
• Transporting people.
• Defective safety systems.
• Locked-out or tagged-out components
Repairs and Fabricated Replacement Parts

Certain Sandvik fabricated spare parts are supplied partially assembled for final alignment on the drill. This
could include items with only tack welds that require full welds once positioned on the drill or items that have
bolts installed but not torqued to specification.
WARNING
INCOMPLETE FABRICATION HAZARD!
Fabricated replacement parts that are shipped partially assembled or

partially welded could fail if not adequately completed by the installer.
Failure to complete fabrication may result in death or serious injury due to
part failure.
Check all parts being replaced are fully assembled with torqued bolts and
complete welds as indicated in the Sandvik assembly drawing and ensure
all installations are performed by adequately trained personnel.
Attempting to operate the drill with assemblies not properly completed may cause the part to fail if not fully
assembled. Failing parts may cause injury or death to personnel in the area. When installing the part, consult
the Sandvik assembly drawings for additional instructions to ensure all necessary fabrication is adequately
performed. Do not operate the drill until such instructions have been fulfilled.
If the correct Sandvik assembly drawing is not available, please contact your local Sandvik office for the
assembly drawing and technical assistance prior to installing the part or parts.
• When receiving any replacement part to be installed, obtain the Sandvik assembly drawing for that
part.
• Check the drawing thoroughly for all assembly notes and verify they have been followed.
• Ensure that:
Safe Operating Practices for Drillers ix

• All parts are installed;
• All bolts are torqued to specification; and
• All welds are complete as required.
• Paint parts as needed as some parts may be left unpainted to aid in fitment or welding.
Modifications
WARNING
The installation and use of unauthorized components or modifications to the
original design of this machine may cause personal injury or death.
Do not modify or install aftermarket components to this machine without ap-
proval from Sandvik Mining.
All modifications and corrections not authorized in the maintenance manual or which may affect the
maintenance, operation, safety, and availability of the product need to be approved in writing by the
manufacturer before implementation. Approval requires careful risk assessment taking into consideration any
new risks that the modifications may bring.
Changes and modifications without proper risk assessment, elimination or reduction of risk and without
appropriate safety measures may lead to death, serious personal injuries or damage to property.
If modifications and corrections that affect the maintenance, operation, safety, and usability of the product
are made without the written permission of the manufacturer, the manufacturer is not responsible for any
incidents resulting in death, injury, or property damage brought about by such modifications and corrections.
Should you consider a modification or correction necessary, please contact the Sandvik Alachua, Florida
USA facility. No modification is permitted unless you first obtain the written approval of the manufacturer.
Prior to implementing or installing a modification to this product you must supply us with adequate
documentation such as:
• Product model/type
• Serial number of product
• Description of the modification or correction
• Related blueprints
• Related photos
• And other necessary materials related to the design change
If a modification or correction as described above has been implemented without the manufacturing factory’s
permission, its effect on warranty liability will be considered case-by-case. Thus, the warranty application
may be rejected altogether.
General Hazards
Hazard Zones
Hazards zones when tramming the machine and when the machine is in operation are shown below.
x
WARNING
It is forbidden for personnel to be in the tramming area while the drill is in mo-
tion.
The operator has limited field of vision when tramming.
Always use a ground guide when tramming the drill. Be sure the tramming
area is clear of all personnel before tramming.
TRAMMING
SAFETY ZONE 5 M (15 ft)
5M
(15 ft)
5M
(15ft)
5 M (15 ft)
WARNING
While drilling, it is forbidden for personnel to be in the drilling area.
Be sure the drilling area is clear of all personnel before drilling.
Safe Operating Practices for Drillers xi

DRILLING
SAFETY ZONE
8m
(25 ft.)
8m
(25 ft.)
Dust
Do not operate this machine if the dust suppression system(s) are not in proper working order. Always use
an approved respirator when making repairs or inspecting the dust suppression system(s).
Weather Hazards
The following safety precautions were developed to minimize the risk of injury during inclement weather
when using Sandvik Mining drilling equipment.
All persons involved in the planning, operation and servicing of Sandvik Mining equipment MUST read and
understand the following safety precautions, the manuals developed for this machine and the Safe Operating
Practices outlined in the front of this manual.
xii
While we believe that we have properly identified several potential hazards that could result in property
damage or personnel injury, there are certain hazards which may be present that we have not contemplated.
Bad weather conditions as they relate to this topic include lightning, thunderstorms and severe rainfall.
Management’s Responsibilities
High winds, rainfall and cloud cover are often precursors to actual cloud to ground strikes notifying
individuals to take action. Many reported lightning accidents occur with sun, clear skies and no rain present
at the beginning as the storm approaches because; people ignore these precursors. Generally the lightning
threat diminishes with time after the last sound of thunder, but may persist for more than 30 minutes.
It is the responsibility of management to:
• Be aware of daily weather conditions within a 161 km (100 mile) radius of the mine property.
• Determine a plan of action relating to expected bad or unexpected weather conditions.
• Notify equipment operators of impending storms. Communication to equipment operators may be given
via two way radio and/or in person.
• Consider that drill operators need ample time to:
- Retrieve drill pipe from blastholes and well bottom.
- Lower masts to a horizontal position or position feed rails into feed supports.
- Give the drill engine an adequate cool down period prior to shutting machine down.
- Leave machine cabin or operator platform and transport to central meeting location.
• Give equipment operators an all clear signal after the storm has cleared the area.
NOTE: Supervisors! Recognize that equipment operators should be given adequate time to prepare the machine
to move to specific locations for safe keeping. Crawler mounted drill machines have a maximum travel
speed not exceeding 4.2 kph (2.6 mph).
Rainfall And Flooding

When notified of an impending storm, machine operators should:
• Move the drill machine to higher ground conditions. Never leave a drill machine at the lowest floor posi-
tion of a mine or quarry or in a low lying ditch that could trap water runoff.
• Move the drill machine to stable ground and away from unstable crests or the face. Never leave a drill
machine on the front face of the drill pattern while rain and severe weather pose a threat of loose ground
falls or washouts.
• When operating machines in a construction application, equipment operators shall move the drill
machine to higher stable ground. Never leave a drill machine in any construction zone roadway, river bed
or drainage ditch.
• Move the drill machine to stable ground away from high walls and any threat where rock or water erosion
may allow unstable ground to fall or slide.
Thunderstorms And Lightning

A publication written in MSHA Holmes Safety Association Bulletin April 2001 gives a simple flash bang
formula to calculate lightning proximity.
The FLASH BANG method is determined by counting the seconds between the visible lightning and the
sound of thunder. This delay in seconds when divided by 5 will give an approximate value in miles as to how
close the active lightning is to your worksite.
Safe Operating Practices for Drillers xiii

Example: when you see lightning and it takes (10) ten seconds to hear the thunder divide by (5) five. The
approximate distance of lightning proximity is 3.2 km (2 miles).
If the flash bang measurement is 30 seconds or less seek shelter immediately and remain indoors, away
from electrical devices, water and metal components.
Supervisors must notify equipment operators in a timely manner. This is to allow the drill operator adequate
time to perform the required operation principals needed and secure the machine in a safe manner.
• Equipment operators shall retrieve drill pipe from blastholes, secure drilling tools and lower mast to a hor-
izontal position into the mast rest supports. Understand that the mast in a vertical position with drill pipe in
the ground is capable of attracting high voltage lightning.
NOTE: If the operator and machine are inside or near a blast area follow procedures written in USA Federal
Metal and Nonmetal Mine Safety Standards 30CFR 56/57/58 manual.
• Equipment operators shall move the machine to secure ground as noted in the rainfall and flooding
description.
• Equipment operators shall give adequate engine cool down period prior to shutting machine down. Ade-
quate engine cool down periods range between 3 to 5 minutes. Follow engine manufacture specifications
as a standard.
• Equipment operators shall secure the machine, close doors and windows, leave the machine cabin and
dismount the machine in a proper 3 point contact with the boarding ladder.
• Equipment operators shall drive or be transported to a central meeting location away from bad weather
and storm conditions.
There are exceptions to the rules when bad weather develops and time does not permit adequate machine
preparation - shutdown principals.
Exceptions
If you do get caught in an electrical storm and have little or no time to prepare, remember that, no place is
absolutely safe from the lightning threat, however, some places are safer than others.
When operators are inside an enclosed stable structure such as a machine cabin or the truck cab it is
recommended that:
• all windows are closed

• all doors closed
• do not touch metal parts
• do not use two way radio communication
NOTE: Wait inside the enclosed cab as long as it takes for the storm or lightning to subside. Do not attempt to
dismount the machine when lightning is in your immediate work area.
• If lightning is present within a 32 km (20 mile) radius of your location be aware of your surroundings when
outdoors. Seek adequate shelter immediately.
• If lightning is present within the 32 km (20 mile) radius, and a decision is made to dismount the machine,
use a standard 3 point contact down the boarding ladder to dismount the machine.
• Move away from the machine quickly and into a enclosed vehicle or adequate shelter. Maintain a dis-
tance greater than 92 m (100 yards) to prevent electrical draw in the event lightning did strike the mining
equipment.
• Static interference on AM radio channels is another indicator as to lightning proximity.
• Lightning detectors are available aftermarket as a measuring instrument to determine lightning proximity.
Blasting crews are aware of lightning hazards and may have a lightning detector on site.
xiv
• If you are caught in the open with lightning nearby and shelter is not available the safest position to be in
is to be crouched down on the balls of your feet. Keep your feet as close to one another as possible.
• Do not allow your hands (or other body parts) to touch the ground. Use your hands to cover your ears and
brace for a loud thunderous bang.
• Lightning struck victims carry no electrical charge and should be given first aid treatment immediately!
Machine Maintenance
If lightning does strike a drill machine parked in any position (mast up or down), expect major component
failures. A total machine inspection is in order.
Electrical charge should dissipate immediately after impact.
Prior to climbing on board a machine known to have been struck by lightning use the back side of either hand
(knuckle side) to lightly touch the boarding ladder.
Reference Material
• MSHA Holmes Safety Association Bulletin April 2001
• Federal Metal and Non-metallic Mine Safety and Health Standards 30CRF 56/57/58 Ninth Edition (1999).
• National weather service (www.noaa.gov)
Safety Equipment
Safety Guards
Guards have been designed to protect the users of

this equipment from injury. It is important that the
guards are never altered or removed during the
operation of this machine. The guards should be
inspected at every operator shift change and the work
shift should not be started until the guard is functioning
properly. Guards are located in the following locations
on this equipment:
• Engine to pump gearbox driveshaft

• Cooler fan blades
• Engine exhaust
• Engine alternator belt
Safe Operating Practices for Drillers xv

DRIVESHAFT
GUARD
COOLING FAN
GUARD
ENGINE
EXHAUST GUARD
ALTERNATOR BELT COVER
Tramming Disable Foot Switch

The tramming disable foot switch located on the cab floor, is designed to stop the drill during in an
emergency situation. During tramming the foot switch must remain depressed at all times. If the operator
releases the foot switch, hydraulic pressure supply to the final drives will stop, locking the final drive brakes.
Hydraulic Pressure Release

Hydraulic circuits maintain pressure after the machine is shutdown. If maintenance to a hydraulic component
or hose is to be done, relieve the pressure in the hydraulic system.
xvi
Prior to opening a valve hose fitting or removal of a valve assembly note the following:
• Gloves and PPE are worn.

• Release the hydraulic pressure at the hydraulic tank.
• Do not check for leaks with hands.
• The technician must release the hydraulic hose fittings slowly at first to minimize potential high pressure
hydraulic oil or PSO pressure squirting out through the hose fitting. Oil will drain out the loosened hose fit-
ting.
• With the hose fitting slightly loose, manually rock the hose from side to side.
• Slowly open the hydraulic hose fitting and alternate the hose fitting to release residual hydraulic oil pres-
sure while maintaining a barrier between the hydraulic fitting and technician.
WARNING
FALLING LOAD HAZARD
Breaking a supporting cylinder hydraulic line may allow the supported load
to fall causing personnel injury or death.
When working with cylinders and any apparent loads they may hold, ME-
CHANICALLY SUPPORT AND SECURE the load prior to performing any re-
pair work.
NEVER attempt to work on hydraulic cylinders without adequate safety train-
ing. Refer to bulletin SB243A for more information.
Hydraulic pressures may be trapped in the hydraulic system by design. For example the residual pressure
may be holding a load. A cylinder with attached components such as the rotary head and drill pipe weight,
require some means of residual pressure to hold the oil in check thus holding the load. Removing the
pressure may lead to a falling load and a potential safety condition.
1. Determine if mast is vertical or horizontal.

• If vertical, lock and support the rotary head in position so that it cannot fall.
• If horizontal, lock the rotary head into position so it does not move.
2. Disconnect the pilot line to the valve.
3. Connect a portable hydraulic pump to the pilot line input on the valve.
4. Pump the portable hydraulic pump to achieve sufficient pressure to open the holding valve and discharge
pressure between the holding valve and the cylinder.
5. After pressure has been released, disconnect hose slowly and drain off any residual oil and pressure.
Have a pan beneath the valve to catch spilled oil.
Contact your Sandvik representative for a copy of service bulletin SB243A for more information on releasing
stored hydraulic circuit pressures.
Safe Operating Practices for Drillers xvii

Fire Safety
Fire Prevention
DANGER
FIRE HAZARD!
Smoking and open flame are prohibited in the vicinity of this machine.
Access to fire fighting equipment must be available at all times, particularly during maintenance and repair
work.
All fire fighting equipment has to be inspected and serviced regularly and according to local regulations.
Damaged fire fighting equipment or partially used fire fighting equipment, have to be exchanged immediately.
All personnel must be trained regularly in fire fighting methods in cooperation with local authorities and
rescue organizations. Personnel must also be familiar with various types of fires and the appropriate fire
fighting methods. Be aware that some fires must not be extinguished with water.
Flammable products on this machine include:
• Gases emitted from batteries

• Diesel fuel and its vapors
• Hydraulic oil
• Engine oil
• Compressor oil
• Engine starting fluid
Further preventive measures include:
WARNING
FIRE HAZARD!
Vegetation, coal dust, oily surfaces, and oily rags can catch fire and cause
serious injury or death.
Keep the machine clean of vegetation, coal dust, oil, and oily rags.
• Clean-up any oil and fuel spills particularly around hot surfaces and heat producing components.
• Check the Fire Suppression System (FSS), if fitted, for damaged hoses or cylinders.
• Check all electrical lines and connections including battery terminals for a tight fit, wear, abrasion, and
corrosion.
• Do not use the drilling machine in oil, gas or water well operations unless the well head is properly
equipped with blow-out preventers and safety equipment required by law or as recommended in the
American Petroleum Institute's document API 54.
• Check all machine ignition points (engine block, exhaust manifolds, mufflers, turbo-chargers, etc.) to
make sure they are not in contact with any hoses.
• Keep the batteries secured in their compartment and covered.
• Never inject ether or other starting aids into the engine and compressor intake filter(s). Ether or other aids
drawn into the compressor can cause an explosion.
• Do not store flammable fluids on or in the immediate vicinity of the machine.
xviii
• Engine oil, hydraulic fluid and compressor oil are flammable. Do not operate a machine with leaking or
worn hoses or lines.
• Do not clean washable filter elements with flammable solvents, diesel fuel, kerosene, or gasoline.
• Do not attempt to perform welding repairs until all flammable materials including oil and fuel spills oily
rags, and rock and coal dust, have been isolated or removed from the machine.
• Disconnect the battery cables before welding on the machine.
• Keep tools away from exposed live electrical parts such as terminals, to avoid arching.
• If charging the batteries, always turn the charger off before making or breaking connections to the battery.
• The compound (ethyl ether) used in the engine starting aid system is extremely flammable. Changing the
cylinders and servicing this system should be done in a well ventilated area. Do not store or install the cyl-
inders in temperatures above 71° C (160° F).
• The anti-freeze compound (methanol) used in the air line anti-ice systems is flammable. Refill the system
with compound only in well ventilated areas, away from heat, open flames and sparks. Do not store or
expose this system or the compound to temperatures above 65° C (150° F), or in direct sunlight.
Fire Suppression
IN CASE OF FIRE
When a fire starts, the way you react is very important. As soon as you become aware of a fire, do the
following four things:
1. Turn the machine off.

2. Quickly actuate the fire suppression system by pulling
the safety ring pin and pushing down the plunger on the
actuator.
3. Get away from the machine. Take a hand portable extin-
guisher along if you can.
4. Stand by with the hand portable extinguisher.
RESULTS
• If you leave the machine running, it may add fuel to the fire or restart the fire with sparks.
• React quickly so the fire is caught before it grows too large.
• By leaving the immediate fire area, you protect yourself from windblown flames, explosions or other dan-
gers created by the fire.
• Heat remaining from the fire could cause re-ignition after the fire suppression system has discharged.
Because of this, it is important that someone stand by, at a safe distance, with a hand portable extin-
guisher. This standby should be maintained until all possibility of re-ignition is past.
• Read the attached documents concerning the fire suppression system specific to your drill. Exposure to
the fire suppression chemical use during a fire may be a hazard to your health.
Ansul Checkfire 210 Detection and Actuation System

This equipment is monitored with a CHECKFIRE 210 Detection and Actuation System which is typically
connected to an ANSUl.s A-101 or LVS Fire Suppression System for 24-hour fire suppression. The operator
of the equipment should be provided with hands-on training by Authorized ANSUL Distributors or the end
user.
This section is a quick-reference guide for basic operation of the CHECKFIRE 210 System. Two buttons on
the display module and manual actuators provide operator control.
Safe Operating Practices for Drillers xix

IN CASE OF FIRE: Manual Actuation
1. Safely bring equipment to complete stop, set brake and shut off ·engine.
2. Break visual seal and open guard door.
3. Push the red “PUSH To Activate I Alarm When Lit” button.
4. Release circuit immediately activates the connected fire suppression system (if included, pressure switch
activates auxiliary operation). See Note below.
5. Safely exit equipment and stand-by with supplemental firefighting equipment.
6. Optional manual actuation: Pull ring pin and strike red button on electric or pneumatic manual actuator.
NOTE: The red “PUSH To Activate I Alarm When Lit” LED and sounder remain steady-on for 10 sec. during
initiation (release) of fire suppression system. Post release: Detection 1 and/or Detection 2, Shutdown,
and Release LEDs and sounder continue to pulse 1 x 10 sec. If safe to re-enter equipment, push
“DELAY/Reset/Silence” button to silence sounder for two hours.
IN CASE OF FIRE: Automatic System Operation

1. Detector(s) registers alarm condition in hazard area and initiates the time delay notification on display
module.
2. “PUSH To Activate I Alarm When Lit” plus Detection 1 and/or Detection 2 LEDs plus sounder:
a. Pulse 2 x 1 sec. until last 5 sec. of TD1.
b. Then pulse 4 x 1 sec. with Shutdown LED at start of final 5 sec. (See DELAY/RESET/SILENCE
(gray) button below for TD1 restart).
c. Only Shutdown LED is steady-on for 1 sec. indicating TD1 transferring to TD2 {restart no longer
available).
d. Pulse 4 x 1 sec. with Shutdown LED during TD2.
e. Steady-on 1 O sec. with Shutdown LED during initiation (release) of fire suppression system (if
included, pressure switch activates auxiliary operation).
3. As soon as time delay begins: Safely stop equipment, set brake, shut off engine, and exit. Standby with
supplemental firefighting equipment.
4. Post release: LEDs and sounder pulse 1 x 10 sec.
DELAY/RESET/SILENCE (Gray) Button

1. Restart Time Delay: Press and release for each restart of TD1 during alarm condition. (Limit: 2 restarts or
Unlimited.)
2. Must be initiated before last second of TD1. (No response after TD1 until post release.)
NOTE: Press and hold will not extend time delay period.
3. Silence sounder (post discharge or fault notification) for two hours: Press and release to silence sounder;
LED fault indication will continue until fault is cleared. Any new fault or detection event will reactivate
sounder.
FRONT PANEL INDICATORS

1. Power LED
• Green steady-on indicates normal external power.
• Green pulsing 1 x 3 sec. indicates normal Internal power.
• Amber pulsing 1 x 3 sec. indicates external power fault; system is operating on internal power.
Contact Authorized ANSUL Service Technician.
• Amber pulsing 1 x 1 O sec. with sounder indicates internal or external power fault. Contact Autho-
rized ANSUL Distributor for service.
xx
• Off indicates no system power. Contact Authorized ANSUL Distributor for service.
2. All other LEDs
• LED off indicates normal status.
• Amber or red pulsing with sounder: Contact Authorized ANSUL Distributor for service.
WARNING
FIRE HAZARD!
Any fault indication may cause the fire detection and actuation system to not
function properly.
Immediately contact an Authorized ANSUL Distributor for service.
Maintenance Information
Before carrying out any maintenance on this product, read and understand the information given in the
Maintenance Manual. Make sure that you have the skills and authority needed before starting any
maintenance work. The Maintenance Manual supports maintenance personnel in respect of preventive
maintenance for this product. Section 4 provides instructions for periodic Mechanical Inspections to the
maintenance and operating personnel for components and equipment installed.
Ensure all necessary electrical, hydraulic and air isolations (see ‘Isolation and Energy Dissipation’) have
been carried out prior to starting any maintenance work. Also ensure that necessary original spare parts or
materials are available, or can be ordered and supplied in time to meet the work schedule. Note all
completed maintenance activities in a maintenance log or maintenance program.
The operator of this machine is also required to perform a series of maintenance tasks before beginning his
shift. Section 5 of the Operator’s Manual contains the Operator Maintenance Check List and description of
how maintenance tasks requiring a low level of technical skill should be carried out.
Maintenance tasks requiring a high level of technical skill include:
• Hydraulic maintenance
• Electrical maintenance
• Crawler maintenance
• Engine maintenance
• Compressor maintenance
Environment
Sandvik actively considers environmental concerns when designing and manufacturing its products. Our
equipment is designed to burden the environment as little as possible; examples; the vibration, noise,
exhaust, and lubrication/additive emissions of the machine have been minimized. The manufacturing
process for our equipment has been designed so that recycled materials are used as much as possible, and
the process quality and emissions are considered carefully in selection of the subcontractors. There is an
ongoing aim of continually lowering the emissions from the machining of metal, and from painting and
assembling this equipment.
These instructions that follow are not binding, but they offer suggestions for appropriate waste disposal
procedures. Local authorities always have more detailed instructions and recommendations on the disposal
of different materials.
Safe Operating Practices for Drillers xxi

If a known pollutant is accidentally released into the environment, the local authorities must be notified
immediately.
Destruction
The end user of the equipment is responsible for its decommissioning. If the end user does not have the
ability or the resources to disassemble the equipment, the work must be performed by someone who does
possess the necessary knowledge and skills.
Recycling
The equipment body, all the steel constructions, and the copper and aluminum in the electrical wiring are
recyclable. The metals can be melted and used as raw material for new products, except for parts that have
been in contact with substances that are regarded as hazardous waste. The contaminated parts can usually
be simply cleaned or rinsed, after which they can be recycled.
Most plastic parts are recyclable, similarly to the metals. Each plastic part carries information on the material
used and a manufacturing date, which can be used for determining whether the part can be recycled.
Disposal
Follow all local laws and regulations when disposing of used machine components.
• Rubber parts are not regarded as hazardous, and they can be disposed of according to normal proce-
dures. Tubes (hydraulics etc.) must be cleaned before they are disposed of.
• Liquids such as fuel and oils should never be drained without suitable catch bins and containers.
• Windshields and other cabin windows are not accepted for conventional glass recycling, but they can be
disposed of via normal waste disposal methods.
• Electrical components that are classified as hazardous waste (accumulators, batteries, circuit boards)
and other hazardous waste must be delivered to a licensed waste treatment location or be disposed of
according to local regulations.
• Air conditioning units, which contain CFC and HCFC compounds, must always be delivered for treatment
to a licensed waste disposal facility.
Incident Reporting
If an accident or near-miss occurs with this product, contact your regional Sandvik office. When you contact
the office be sure to include the following information:
• Were personnel injured?

• The conditions and potential hazards at the machine location.
• The serial number of the machine.
• Detailed photographs or videos of the incident scene.
• The incident report from the mine operator.
Safe Operating Principals

• Follow local and Governmental Safety regulations.
• Designate a lead assembly person for the assembly process.
• Perform a site specific risk analysis prior to commencing machine assembly.
• Follow the guidelines prescribed in this manual for assembly and commissioning the new drill machine.
• File the required commissioning paperwork as needed to the proper authorities.
xxii
TABLE of CONTENTS
MODELS D25KS and D245S
SECTION 1 - INTRODUCTION SCHEMATIC - hydraulic (D25KS low pressure) .016328-001
INTRODUCTION/SPECIFICATIONS . . . . . . . . SCHEMATIC - hydraulic (D245S low pressure) .019681-001
HYDRAULIC CYLINDER PISTON LOCK KIT. . .020058-055
SECTION 2 - COOLANT, FUEL & LUBRICANT SPEC- PUMP - fan/accessory (replaces 008172). . . . . .021434-000
IFICATIONS PUMP - vane (replaces 008610) . . . . . . . . . . . . .021435-000
COOLANT, FUEL & LUBRICANT - specifications SCHEMATIC - hydraulic (D245S H.P.) . . . . . . . .023247-001
SECTION 3 - MOUNT/FRAME SECTION 8 - MAST/FEED SYSTEM

UNDERCARRIAGE - general service . . . . . . . . S25HD CHAIN - instructions . . . . . . . . . . . . . . . . . . . . . .001085-000
AIR CONDITIONER/HEATER - Sigma . . . . . . . 019148-000 CHAIN - adjustment. . . . . . . . . . . . . . . . . . . . . . .001085-001
CHAIN/SPROCKET - wear limits . . . . . . . . . . . .001085-071
SECTION 4 - ENGINE HOLDING VALVE - adjustment. . . . . . . . . . . . . .008737-002
DRIVESHAFT SERVICE MANUAL . . . . . . . . . . 001022-000
AIR CLEANER . . . . . . . . . . . . . . . . . . . . . . . . . . 006307-000 SECTION 9 - ROTARY SYSTEM
ENGINE - Cummins Oper. & Maint. (QSK-19) . 020235-001 PLANETARY DRIVE - instructions . . . . . . . . . . .001004-000
AIR CLEANER . . . . . . . . . . . . . . . . . . . . . . . . . 021237-000 ROTARY HEAD - swivel seal housing packing . .001111-000
ENGINE - Caterpillar Oper. (C15 & 16) (T3) . . . 030555-000 MOTOR - rotary head drive, overhaul . . . . . . . . .001329-01B
ENGINE - Caterpillar Oper. (C18) . . . . . . . . . . . 030555-010 RELIEF VENT - operation/adjustment. . . . . . . . .001670-002
ROTARY HEAD - overhaul instructions . . . . . . .002153-000
SECTION 5 - COMPRESSOR/COOLER SYSTEM HYDRAULIC MOTOR - service. . . . . . . . . . . . . .002746-000
MOTOR - cooler, service instructions . . . . . . . . 001011-000 ROTARY HEAD - sleeve kit . . . . . . . . . . . . . . . .009532-000
AIR END SHAFT SEAL KIT - instructions (L.P.) 001044-173 TOP SUB - installation information . . . . . . . . . . .011201-000
AIR END SHAFT SEAL KIT - Instructions (H.P.) 001958-121
TAPERLOCK BUSHING - installation . . . . . . . . 008674-000 SECTION 10 - WINCH
AIR INLET - adjustments . . . . . . . . . . . . . . . . . . 010119-000 WINCH - model BG4A, maint. & service manual 021371-001
SECTION 6 - AIR PIPING SECTION 11 - WATER INJECTION/DUST COLLEC-

AIR PIPING SWIVEL JOINT - FMC Chiksan. . . 001217-000 TOR SYSTEM
AIR PIPING SWIVEL JOINT - OPW/Dover . . . . 001217-001 MOTOR - dust collector (see 001011-000 in Section 5 Com-
pressor System section)
CYLINDER - service instructions (Hydroline) . . 001690-001
RELIEF VALVE - Water Injection . . . . . . . . . . . .001104-000
PUMP - Water Injection, 9 GPM . . . . . . . . . . . . .002168-000
SECTION 7 - HYDRAULIC SYSTEM
AIR FILTER/REGULATOR - service information 002428-000
GEARBOX - 3 pump drive (001003/002233). . . 001003-000
DUST COLLECTOR - Driltech service . . . . . . . .007702-000
CONTROL VALVES (STACKERS) . . . . . . . . . . 001023 &
MOTOR - Water Injection, maint. & serv. manual009999-000
001024-000
CHECK VALVE - double pilot . . . . . . . . . . . . . . 001316-000
PUMP AND MOTOR SHAFT SEAL INSTRUCTIONS SECTION 12 - BIT LUBRICATOR SYSTEM
001329-000 PUMP - oil injection . . . . . . . . . . . . . . . . . . . . . . .011353-000
HYDRAULIC PUMP - service . . . . . . . . . . . . . . 001330-000 LUBRICATOR - oil injection . . . . . . . . . . . . . . . .011362-000
AIR FILTER - hydraulic tank . . . . . . . . . . . . . . . 001658-000
HYDRAULIC PUMP - service . . . . . . . . . . . . . . 002764-000 SECTION 13 - OPTIONAL SYSTEMS
HYDRAULIC TANK - air pressure/relief adjust. . 004756-000 PREHEATER - service manual . . . . . . . . . . . . . .003908-000
PUMP - fan/accessory, oper. & overhaul instruct.008172-000 CENTRALIZED LUBRICATION - manual system006111-000
PUMP - vane . . . . . . . . . . . . . . . . . . . . . . . . . . . 008610-000 CENTRALIZED LUBRICATION - automatic sys. 006113-000
SCHEMATIC - hydraulic (D25KS high pressure) 016259-001 FIRE SUPPRESSION SYSTEM . . . . . . . . . . . . .006120-000
d25serv Table of Contents - Page 1

and 008836-000
THREAD GREASE LUBRICATOR . . . . . . . . . . 015587-001
DRILL MONITOR SYSTEM - instructions . . . . . 015702-000
SECTION 14 - ELECTRICAL SCHEMATICS

ANTI-JAM GROUP . . . . . . . . . . . . . . . . . . . . . . 015003-001
SCHEMATIC - fluid heater. . . . . . . . . . . . . . . . . 019314-006
SCHEMATIC - electrical (D25KS/D245S high
pressure). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 020627-001
SCHEMATIC - electrical (D25KS/D245S low
pressure). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 020744-001
SCHEMATIC - electrical (D25KS low pressure
with Cummins engine) . . . . . . . . . . . . . . . . . . . 022532-001
VARIABLE SPEED CONTROL (D25/D245S) . . 023260-01C
SCHEMATIC - electrical (D25KS HP dual tram control)
025229-001
SCHEMATIC - electrical . . . . . . . . . . . . . . . . . 025381-001
SCHEMATIC - electrical . . . . . . . . . . . . . . . . . . 025407-001
SCHEMATIC - electrical . . . . . . . . . . . . . . . . . 025411-001
SCHEMATIC - electrical . . . . . . . . . . . . . . . . . . 025424-001
d25serv Table of Contents - Page 2

SECTION 1
The parts manual should be referred to when it

INTRODUCTION is necessary to order repair parts. For prompt
and efficient parts service, contact your Sand-
vik Mining dealer, giving the model and serial
GENERAL number of the machine, along with the part
number and description of the items required,
This manual provides a step-by-step guide to as their personnel are fully qualified to assist
performing service on your drill. A thorough and advise you on any service or operational
study of this manual and the operation manual problems that may be encountered. Sandvik
is recommended before operation or mainte- Mining Field Representatives are also available
nance of the machine is attempted. to you for advice and assistance on special
problems.
Careful attention should be given to the service
and maintenance instructions for the various
components and systems of the machine. MACHINE SPECIFICATIONS
Experience indicates that the procedures
Application of Rig
described herein are preferred practices and
that failure to comply with them can materially
The D25KS and the D245S machines are
shorten the useful life of the equipment and/or
designed for construction and surface mine drill-
reduce its standard performance.
ing.
! DANGER
The installation and use of unauthorized
components or modifications to the original
design of this rig may cause personal injury
or death.
Do not modify or install aftermarket compo-
nents to this rig without approval from
Sandvik .
Recommended Operating Conditions
These machines were designed to operate at

ambient temperatures of -40°C to +54°C (-40°F
to +130°F).
Manners and Conditions In Which This

Machine Should NOT Be Used
• Inadequate training of operator.
• Unauthorized persons in working area.
• Inadequate lighting.
• Inadequate grading.
• Transporting people.
• Defective safety systems.
Introduction - Page 1-1

NOMENCLATURE/TERMINOLOGY
The terms used on this illustration are used throughout this manual.
FRONT
COOLER
AIR CLEANER
RECEIVER TANK
FEED CHAIN
ROTARY HEAD COMPRESSOR
MAST
PUMP DRIVE
DRILL PIPE ENGINE
DUST COLLECTOR
HYDRAULIC
MAST TANK
RAISING
CYLINDERS
LOADER
CAB
CAB
JACK
CYLINDER
HOLDING
WRENCH
WORKDECK
DUST HOOD CRAWLERS
REAR
Page 1-2
D25KS (HIGH PRESSURE - 1000 cfm) SPECIFICATIONS
DRILL RATING
Hole Size 5” to 6-3/4” (127 - 171 mm)
Max. 1st pass capacity (Std. tooling) 28’ 5” (8.65 m)
Max. 1st pass capacity (Special tooling 30’ 9” (9.4 m)
Total Depth Capacity 90’ (27.5 m) (Inside Loader)
150’ (45.7 m) Outside Loader)
210’ (64 m) Inside & Outside Loaders)
UNDERCARRIAGE
Type S25HD
Length 4356 mm (14.29 ft)
Pads (Shoes) Triple Grouser 600 mm (23.6” )
Travel Speed (Two speeds) 2.6 km/h (1.6 m.p.h.) 4.7 km/h (2.9 m.p.h.)
Gradeability 16°
Drive HP each track 75 kW (100 hp)
Ground Bearing Pressure (Std. Equipment) .92 bar (13 psi)
Weight 4120 kg ea (9083 lbs ea)
Number of track sections 45
Rollers 9 Lower - 2 Upper
DRILL POWER
Cummins Model QSX15 560 hp (417 kW)
Caterpillar® Model C15 T3 540 hp (402 kW)
Rated Speed 1800 rpm
Fuel Capacity 200 gallons US (757 l)
COMPRESSOR
Type Two Stage Oil Flooded Screw Type
Manufacturer Sullair 1000cfm (28.3 m³m) @ 350 psi (21.1 bar)
@ 1800 rpm
FEED SYSTEM
Type 1 Hydraulic Cylinder and Chains
Rated Bit Loading 27,800 lbs (12,610 kg)
Rated Pullback 15,450 lbs (7,008 kg)
Feed Rate 0-120 fpm (36.5 mpm)
Retract Rate 0-217 fpm (66 mpm)
ROTARY HEAD
Type Top Drive Gear Case Type
Drive Motor Hydraulic Axial Piston
Maximum Rotary Horsepower 110 hp (82 kW)
Standard Rotary Speed/Torque 142 rpm @ 48,500 in-lbs (5,481 Nm)
TOOL HANDLING EQUIPMENT (Loader)

Type Two Single Pocket Swing Type (std)
Outside Carousel - Four Pocket (opt)
Maximum Pipe Size 5-1/2” x 30’ (139.7 mm x 9.2 m)
WEIGHT
Operating Weight w/Drill Pipe 62,000 lbs (28,148 kg)
DIMENSIONS
Length (mast down) 44’ 7” (13.6 m)
Width (operating) 13’ 8” (4.16 m)
Width (shipping) 11’ 8” (3.56 m)
Height (mast up) 42’ 6” (12.9 m)
ELECTRICAL
Alternator 24VDC 100amp
Air Conditioner 24VDC
Batteries 2 @ 12 Volt

D25KS (HIGH PRESSURE - 1160 cfm) SPECIFICATIONS
DRILL RATING
Hole Size 5” to 6-3/4” (127 - 171 mm)
Max. 1st pass capacity (Std. tooling) 28’ 5” (8.65 m)
Max. 1st pass capacity (Special tooling 30’ 9” (9.4 m)
Total Depth Capacity 90’ (27.5 m) (Inside Loader)
150’ (45.7 m) Outside Loader)
210’ (64 m) Inside & Outside Loaders)
UNDERCARRIAGE
Type S25HD
Gradeability 16°
DRILL POWER
Cummins Model QSX15 447 kW (600 hp)
COMPRESSOR
Type Two Stage Oil Flooded Screw Type
Manufacturer Sullair 1160cfm (32.8 m³m) @ 350 psi (21.1 bar)
@ 1800 rpm
FEED SYSTEM
ROTARY HEAD
Type Top Drive Gear Case Type
TOOL HANDLING EQUIPMENT (Loader)

Type Two Single Pocket Swing Type (std)
Outside Carousel - Four Pocket (opt)
Maximum Pipe Size 5-1/2” x 30’ (139.7 mm x 9.2 m)
WEIGHT
DIMENSIONS
Width (shipping) 11’ 8” (3.56 m)
ELECTRICAL
Page 1-4
D245S (LOW PRESSURE - 1050 cfm) SPECIFICATIONS
DRILL RATING
Hole Size 5” to 7-7/8” (127 - 203 mm)
Max. 1st pass capacity (Std. tooling) 28’ 5” (8.65m)
Max. 1st pass capacity (Special tooling 30’ 9” (9.4m)
Total Depth Capacity (Outside Loader) 150’ (46m)
Total Depth Capacity (Inside Loader) 90” (27.4m)
UNDERCARRIAGE
Type S25HD
Gradeability 16°
DRILL POWER
Caterpillar® Model C15 (Tier 3) 475 hp (354 kW)
COMPRESSOR
Type Single Stage Oil Flooded Screw Type
Manufacturer Sullair 900cfm (25.5m³m) @ 100 psi (6.9 bar) @
1800 rpm
FEED SYSTEM
ROTARY HEAD
Type Gear Case Type
Optional Rotary Speed/Torque 106 rpm @ 72,600 in-lbs (8,203 Nm)
TOOL HANDLING EQUIPMENT (Loaders)

Type Carousel (Outside Mast)
Number of Positions 4
Type Two Single Pod (Inside Mast)
Pipe Size 3” to 5-1/2” (76 to 140 mm)
WEIGHT
DIMENSIONS
ELECTRICAL

D245S (LOW PRESSURE -1225 cfm) SPECIFICATIONS
DRILL RATING
Hole Size 5” to 7-7/8” (127 - 203 mm)
Max. 1st pass capacity (Std. tooling) 28’ 5” (8.65m)
Max. 1st pass capacity (Special tooling 30’ 9” (9.4m)
Total Depth Capacity (Outside Loader) 150’ (46m)
Total Depth Capacity (Inside Loader) 90” (27.4m)
UNDERCARRIAGE
Type S25HD
Gradeability 16°
DRILL POWER
COMPRESSOR
Type Single Stage Oil Flooded Screw Type
Manufacturer Sullair 1225 cfm (34.7m³m) @ 100 psi (6.9 bar) @
2100 rpm
FEED SYSTEM
ROTARY HEAD
Type Gear Case Type
TOOL HANDLING EQUIPMENT (Loaders)

Type Carousel (Outside Mast)
Number of Positions 4
Type Two Single Pod (Inside Mast)
Pipe Size 3” to 5-1/2” (76 to 140 mm)
WEIGHT
DIMENSIONS
ELECTRICAL
Page 1-6
RECOMMENDED TORQUE VALUES FOR STANDARD HARDWARE - UNC
This table applies to part numbers:

001554-___ CAPSCREW, Hex hd
001559-___ CAPSCREW, Socket hd
001570-___ SCREW, Flat hd socket
001577-___ NUT, Hex - regular
001575-___ NUT, Hex - heavy
001562-___ NUT, Hex - self-locking
Coarse Thread (UNC) Torque Torque

Size Grade 5 Grade 8
(Diameter in Inches) Ft.Lb. (Kg/M) Ft.Lb. (Kg/M)
1/4 6 (.8) 9 (1.2)
5/16 12-14 (1.5) 17-19 (2)
3/8 22-24 (3) 31-34 (4.5)
7/16 36-39 (5) 50-55 (7)
1/2 54-59 (8) 76-84 (11)
9/16 77-85 (11) 110-120 (15-16.5)
5/8 107-118 (15-16) 153-166 (21-23)
3/4 190-210 (26-29) 270-292 (37-40)
7/8 280-310 (38-43) 437-475 (60-66)
1 425-460 (59-63) 650-710 (90-98)
1-1/8 570-620 (79-86) 930-1000 (128-138)
1-1/4 810-870 (112-120) 1310-1410 (181-195)
1-3/8 1060-1140 (146-157) 1730-1850 (239-256)
1-1/2 1410-1510 (195-209) 2290-2460 (316-340)
NOTE: These torque values are to be used for general assembly procedures. Special torque requirements may be
specified on assembly and installation procedures.
NOTE: All fasteners are to be free of dirt and rust at time of assembly. Lubrication is not to be applied to threads unless
so specified.

RECOMMENDED TORQUE VALUES FOR STANDARD HARDWARE - UNF
This table applies to part numbers:

001560-___ CAPSCREW, Socket hd
001571-___ SCREW, Flat hd socket
001578-___ NUT, Hex - regular
001576-___ NUT, Hex - heavy
001563-___ NUT, Hex - self-locking
Fine Thread (UNF) Torque Torque

Size Grade 5 Grade 8
(Diameter in Inches) Ft.Lb. (Kg/M) Ft.Lb. (Kg/M)
1/4 7 (1) 10-11 (1.5)
5/16 14-16 (2) 20-22 (3)
3/8 25-28 (3.5) 35-39 (5)
7/16 39-43 (6) 55-61 (8)
1/2 63-69 (9) 86-94 (12)
9/16 87-95 (12-13) 123-134 (17-18.5)
5/8 126-138 (17-19) 171-187 (24-26)
3/4 213-233 (30-32) 300-328 (42-45)
7/8 312-338 (43-46) 480-520 (66-72)
1 466-504 (64-70) 715-770 (99-106)
1-1/8 640-695 (89-96) 1040-1120 (144-155)
1-1/4 900-960 (124-133) 1460-1560 (202-216)
1-3/8 1210-1300 (167-180) 1970-2100 (272-290)
1-1/2 1585-1700 (167-180) 2570-2750 (272-290)
NOTE: These torque values are to be used for general assembly procedures. Special torque requirements may be
specified on assembly and installation procedures.
NOTE: All fasteners are to be free of dirt and rust at time of assembly. Lubrication is not to be applied to threads unless
so specified.
Page 1-8
COOLANT, FUEL and WATER QUALITY
LUBRICANT MINERAL MEASUREMENT
SPECIFICATIONS Chloride 40 ppm

as (C1)
Sulfur 100 ppm

as (SO4)
COOLANT SPECIFICATIONS (CUMMINS)
Calcium Magnesium 170 ppm as
(Hardness) (CaCo3 + MgCo3)
Testing the coolant with Cummins test kit CC-
2602 is recommended twice a year to monitor
ppm = parts per million
SCAs (Supplemental Coolant Additive). If the
SCA level is above 3 units, test at subsequent
Antifreeze (CUMMINS)
oil drain intervals until the concentration is back
under 3 units, start installing the correct service
Always use a low-silicate ethylene glycol-type
filters at each drain interval. If the concentration
antifreeze that meets ASTM D4985 specifica-
is below 1.2 units per gallon, replace the filter
tions (less than 0.10% silicate, expressed as
and precharge with liquid.
Na2S103). The correct amount to provide protec-
tion to the lowest expected operating environ-
Always use a mixture of approved fill water, and
ment.
fully formulated antifreeze.
Coolant Conditioner Elements (CUMMINS)
Refer to the Cummins Operation and Mainte-
nance manual for detailed specifications.
Correct use of SCAs (Supplemental Coolant
Additive) in conjunction with water and anti-
freeze are needed to protect engines from cool-
COOLANT SPECIFICATIONS (CATERPIL-
ing system problems. The system must be
LAR)
precharged with the correct concentration of
SCA.
Always use a mixture of approved fill water,
antifreeze and Cooling System Conditioner.
When coolant is replaced in the field, it must be
replaced with heavy duty coolant precharged
Refer to the engine manufacturer for detailed
with SCAs. In addition, a service coolant filter
specifications, or Caterpillar® form SEBD0518.
must be installed. Together, this will result in a
total precharge of approximately 1.5 SCA units
FILL WATER (CUMMINS) per gallon of coolant.
Never use plain water only in the cooling sys-

tem. Water quality is important for cooling sys- FILL WATER (CATERPILLAR)
tem performance. Excessive levels of calcium
Always add conditioner to coolant water. Never
and magnesium contribute to scaling problems,
use plain water only in the cooling system.
and excessive levels of chlorides and sulfates
cause cooling system corrosion.
Acceptable water for use in the preparation of
ethylene glycol type antifreeze and water mix-
ture is shown in the follow chart.
Coolant, Fuel and Lubricant Specifications - Page 2-1
ACCEPTABLE WATER For a more detailed description of fuel proper-
ties, refer to Cummins Engine Bulletin No.
3379001.
Water Content 50% Antifreeze/ Without
50% Water Antifreeze
Chlorides 100 ppm 50 ppm

or less or less
FUEL SPECIFICATIONS (CATERPILLAR)
Sulphates 100 ppm 50 ppm
or less or less
Caterpillar® manufactured diesel engines have
Hardness as 200 ppm 100 ppm the ability to burn a variety of fuels. These fuels
CaCO3 or less or less are divided into two categories: Preferred or
Dissolved 500 ppm 250 ppm Permissible.
Solids or less or less
Preferred fuels provide maximum engine ser-
pH 6.5 or higher 6.5 or higher
vice life and performance. These fuels are distil-
late fuels and are commonly called; fuel oil,
ppm = parts per million
furnace oil, diesel fuel, gas oil or kerosene.
Antifreeze (CATERPILLAR)
Permissible fuels are crude oils or blended
fuels. Use of these fuels can result in higher
Always use ethylene glycol-type antifreeze and
maintenance costs and reduced engine service
the correct amount to provide protection to the
life.
lowest expected operating environment.
Refer to form SEHS7067 from Caterpillar® for a
Coolant Conditioner Elements (CATERPIL-
detailed summary of preferred fuels and their
LAR)
specifications.
Coolant conditioner elements should be used to
Cetane Requirement (CATERPILLAR)
maintain a 3 to 6% concentration of conditioner
in the coolant. Use a precharge element when
The minimum fuel cetane number recom-
filling the system or changing coolant. Install a
mended for this engine is 40.
new maintenance element after every 250
hours of service.
Fuel Cloud Point (CATERPILLAR)
Fuel waxing can plug the fuel filters in cold

FUEL SPECIFICATIONS (CUMMINS)
weather. The fuel cloud point must be below the
temperature of the surrounding air to prevent fil-
Cummins Engine Company, Inc. recommends
ter waxing and power loss. Fuel heating attach-
the use of ASTM No. 2 diesel fuel. The sue of
ments can minimize fuel filter waxing and are
No. 2 diesel fuel will result in optimum engine
available from your Driltech or Caterpillar®
performance. At operating temperatures below
dealer.
0°C (32°F), acceptable performance can be
obtained by using blends of No.2 and No.1 die-
Fuel Sulphur Content (CATERPILLAR)
sel fuel. The use of lighter fuels can reduce fuel
economy.
The percentage of fuel sulphur content will
affect the engine oil and filter change intervals
The viscosity of the fuel must be kept above
(refer to the following chart).
1.3cSt to provide adequate fuel system lubrica-
tion.
Page 2-2
CRANKCASE OIL CHANGE INTERVALS NOTE!
(CUMMINS) If the fuel has over 0.5% sulphur content, the
The recommended method used to determine CG engine oil must have a Total Base Number
the proper oil and filter change interval is the (TBN) of 20 times the percentage of fuel sulphur
Chart Method (base on known fuel and oil con- (TBN as measured by the ASTM D-2896
sumption rates). Using the Chart Method will method). If the sulphur content is greater than
require information listed below to determine 1.5% by weight, use an oil with a TBN of 30 and
the correct oil and filter change interval: reduce the oil change interval by one half. Con-
• Fuel Consumption Rate sult your Caterpillar® dealer for correct engine
• Oil Consumption Rate oil recommendations.
• Total System Capacity
The Cummins engine Operation and Mainte- LUBRICANT SPECIFICATIONS

nance manual provides information on deter-
mining these rates. General
The classifications listed below follow S.A.E.

CRANKCASE OIL VISCOSITIES J183 classifications. The MIL specifications are
USA Military Specifications. The following defi-
nitions will be of assistance in purchasing lubri-
cants. The specific classifications for this
Viscosity Grade Minimum Maximum machine are found on the Lubricant Chart.
Temperature Temperature
SAE 0W-20 -40°C (-40°F) 10°C (50°F) Engine Oils (CH-4) (CUMMINS)
SAE 0W-30 -40°C (-40°F) 30°C (86°F)
Only use oils that meet API performance classi-
SAE 0W-40 -40°C (-40°F) 40°C (104°F) fication CH-4.
SAE 5W-30 -30°C (-22°F) 30°C (86°F)
At the factory, this machine was filled with BP
SAE 5W-40 -30°C (-22°F) 50°C (122°F) 15W - 40.
SAE 10W-30 -18°C (0°F) 40°C (104°F)
NOTE!
SAE 10W-40 -18°C (0°F) 50°C (122°F)
The engine oil and filter should be changed
SAE 15W-40 -9.5°C (15°F) 50°C (122°F) after the first 50 hours of service on new and
reconditioned engines.
SAE 30 0°C (32°F) 40°C (104°F)
SAE 30 5°C (41°F) 50°C (122°F) Engine Oils (CH-4) (CATERPILLAR)
Only use oils that meet Engine Service Classifi-

CRANKCASE OIL CHANGE INTERVALS cation CH-4 (MIL-L-2104D).
(CATERPILLAR)
At the factory, this machine was filled with BP
15W - 40. Consult the Caterpillar form
SEBU5939 for a listing of CH-4 oil brands.
Fuel Sulphur Oil Change Interval
0.0% to 0.4% 250 Hours NOTE!

0.4% to 1.0% 125 Hours
The engine oil and filter should be changed
after the first 50 hours of service on new and
1.0% to 1.5% 62 Hours reconditioned engines.

Lubricating Grease (MPGM) REFILL CAPACITIES
Use only multi-purpose grease (MPGM) which COMPONENT GALLON LITRE

contains 3 to 5% molybdenum disulphide. NLGI
RECEIVER TANK 70 265
No, 2 Grade is suitable for most temperatures.
Use NLGI No. 1 or No. 0 Grade for extremely FUEL TANK 200 757
low temperatures. HYDRAULIC TANK 135 511
PUMP DRIVE GEARBOX 3 qt 3

Compressor Oils (COMP)
ROTARY DRIVE GEARBOX 5.5 21
As with any oil Do not mix different types of oils. LUBRICATOR TANK 10 38
Contamination of synthetic oils with traces of CENTRALIZED LUBRICA- 30 lb 13.5 kg
AFT may lead to foaming or plugging of orifices. TIONS SYSTEM
ENGINE CRANKCASE 9 34
When operating between 80 and 100°F (27 and (CATERPILLAR 3406E)
38°C) and with relative humidity above 80%, a
synthetic hydrocarbon type fluid is recom- (CATERPILLAR 3408E)
mended.
(CUMMINS QSK19)
Currently, machines are filled with Citgo
Compressor Gard PAO 32 compressor oil COOLANT 25 95
unless the tag on the receiver tank specifies (CUMMINS QSK19 approx)
otherwise. COOLANT 25 95
(CAT 3406E) approximately
NOTE! COOLANT 25 95
Compressor oil change intervals will change (CAT 3408E) approximately
depending on the type of oil used. The oil WINCH 2 pt 1
manu-facturers recommendations supersede
the rec-ommended interval suggested in this CRAWLER FINAL DRIVE (ea) 2 8
manual. WATER INJECTION 230 870

TANK(WO/DUST COLLECTOR
Hydraulic Oils (HYDO) WATER INJECTION TANK(W/ 120 454
DUST COLLECTOR
Use industrial-type hydraulic oils that are certi- WATER INJECTION PUMP 1 qt 1
fied by the oil supplier to have anti-wear,-foam,
-rust, and -oxidation additive properties for
heavy duty usage.
At the time of shipment this machine was filled

with Citgo 32 AW hydraulic oil.
Multipurpose - Type Gear Lubricant (MPL)
Use Gear Lubricant Classification GL-5 (MIL-

L-2105B) EP140. Use SHC 75 x 90 in cold
ambi-ent conditions and SHC 5 x 90 in arctic
conditions.
Refrigeration Oil (REF)
Use an ISO 100 refrigeration oil.

6-05
RECOMMENDED LUBRICANT VISCOSITIES

OUTSIDE °F -22 -4 +14 +32 +50 +68 +86 +104 +122
TEMPERATURE °C -30 -20 -10 0 +10 +20 +30 +40 +50
SAE 5W -20(SPC)
ENGINE CRANKCASE SAE 5W-20
CH-4 SAE 10W
SAE 10W-30
SAE 15W-40
SAE 30
SAE 40
-40°F ISO 32
COMPRESSOR
ISO 46
COMP ISO68
Note oil change intervals
CD SAE 10W
UNDERCARRIAGE, CD SAE 30
FINAL DRIVE GEARBOX CD SAE 40W
MPL CD SAE 50W
32AW
HYDRAULIC SYSTEM 46AW

HYDO 68AW
100AW
WATER INJ. PUMP - CH SAE 30

SAE 10W-30
ROTARY HEAD, WINCH and GL-5 EP 90

PUMP DRIVE GEARBOX SHC 75W-90
MPL
SHC 5W-90
ISO 46-100
HAMMER OIL
RDO ISO 100-220
220-460

996
EQUIVALENT HYDRAULIC OILS
LUBRICANT ISO ISO ISO ISO

MANUFACTURER
BRAND NAME 22 32-46-68 100 150
ACCITE HIDRAULICO MH PETROLEOS MEXICANOS X X
AMOCO AW OIL AMOCO OIL CO. X
AMOCO RYDON OIL MV AMOCO OIL CO. X X
ANTECH EXXON/ESSO X
ASHLAND VG ASHLAND OIL CO. 32
BARTRAN HV BP OIL CO. 46 & 68
BRESLUBE VG BRESLUBE LTD.-CANADA X X
CANADIAN OIL MOXY T OIL CANADA X X X
CANVIS AW BP OIL CO. X X
CHAMPION SUPER GRADE LOWE OIL X
CHEVRON AW CHEVRON X
CITGO AW CITGO X X X
D-A WEAR GUARD II VG D-A LUBRICANT CO.-USA X
DECOL ANTI-WEAR SHELL CANADA X X X
DTE 24-25-26 MOBIL OIL CORP. X
DURO AW ARCO X X
EAL SYNDRAULIC MOBIL OIL CO. X
ELF OLNA DS ELF/ANTAR X
ENERGOL HLP-HD SERIES BP OIL CO. X X
EPPCO UNIVIVERSAL GP EPPERT OIL CO. X
GULF HARMONY AW GULF R&D X
GULF SYNFLUID SL H__AW GULF USA X
HIDRALUB EP MARAVAN S.A. X X
HARMONY AW GULF CANADA LTD. X X
HYDRAFLOW PETRO CANADA X X X
HYDRALUBE AW LUSCON IND. X X
HYDRELF DS ELF 46 & 68
HYSPIN AWS-AD CASTROL INC. X
HYTAC DISTAC LUBRICANTS X X
KENOIL R&O AW KENDALL REFINING CO. X X
LUSCON HD LUSCON IND. X X
MARATHON MULTI. VG MARATHON PETROLEUM X X
MOBIL HYD. OIL NZ MOBIL OIL CO. X
MOBIL HYD. OIL ZF MOBIL OIL CO. X
MYSTIK AW/AL CATO OIL & GREASE CO. X X
(Page 1 of 2)
Page 2-6
996
LUBRICANT ISO ISO ISO ISO
MANUFACTURER
BRAND NAME 22 32-46-68 100 150
NERVOL FLUID SH2 NERVOL X X X
NUTO-H EXXON/ESSO X X X
NUTO-HP EXXON/ESSO 32 & 46
NUTO-H PLUS EXXON/ESSO X
NYCO HYD. OIL NYCO LUBRICANT CORP. X X
ORLY AGENA ORLY INTERNATIONAL X
ORLY GALA ORLY INTERNATIONAL X
ORLY HYDRO ORLY INTERNATIONAL X
PACER POWER V PACER LUBRICANT INC. X X X
PARADENE ANTI-WEAR AW DRYDEN OIL CO. - USA X X X
PEAK HYDRA AW SERIES PEAK OIL CO. 46 & 68 X
PEN PREMIUM EP PENTAGON CORP. 32 & 68 X
PENNZBELL AW PENNZOIL PROD. CO. X X
PENNZOIL AW PENNZOIL PROD. CO. X X X
PENNZOIL AWX PENNZOIL PROD. CO. X X
RANDO OIL HD TEXACO INC. - USA X X
ROL ANTELITTERAM HVI ROL RAFFINERIA X
ROYAL AW EPPERT OIL CO. X
ROYAL PREMIUM VG EPPERT OIL CO. X
RYKON OIL AMOCO OIL CO. X
SELCO SF 330 SELCO X X X
SHARLU HYDROFLUIDS AW SHARJAH NATIONAL LUBE OIL X

CO. LTD.
SHOSEKI W-R SHOWA OIL LTD.-JAPAN X 32, 46 & 56
STAR PREMIUM VG EPPERT OIL CO. X
SUNVIS 8__ WR SUNCOR or SUNTECK X X X
SUPER BLUE HYD. OIL AUTOLINE OIL CO. X X X
SUPER HYD. OIL VG CONOCO X X
TELLUS SHELL CANADA LTD. X X X
TELLUS SHELL CO. - USA X X
TERRAPIN IND. OIL AUTOLINE OIL CO. X X X
TOTAL AZOLI A ZS J.W.LANE 46 & 68 X
TRC HYD. OILS VG TEXACO REFINERY X
UNION UNAX AW VG UNION OIL - USA 32 & 46 X X
UNIVIS N EXXON/ESSO X X
UNIVIS N PLUS EXXON/ESSO X X
UNIVIS SHP EXXON/ESSO 32 & 46
YUKONG SUPERVIS YUKONG LTD. X
(Page 2 of 2)

MINIMUM PERFORMANCE STANDARDS FOR HYDRAULIC OILS
The following are typical properties of hydraulic oils for use in severe duty applications of axial pis-
ton and vane pumps. Any oil which meets these or similar properties or which is listed in the
approved list of Equivalent Hydraulic Oils may be used.
32 46 68 100
ISO VISCOSITY GRADE
(32AW) (46AW) (68AW) (100AW)
ASTM Viscosity Grade No.

(Saybolt) 150 215 315 465
Gravity: API 31.1 30.3 29.5 28.9
Viscosity, Kinematic: cSt

104°F (40.0°C) 30.04 42.70 62.9 96
212°F (100.0°C) 5.26 6.57 8.43 11.03
Viscosity, SSU
100°F (37.8°C) 155 220 325 500
210°F (98.9°C) 43.9 48.2 54.6 64
Viscosity Index,
ASTM D 2270 106 105 104 99
Interfacial Tension,
D 971
77°F:dyn/cm 31 31 31 32
Flash, P-M: °F (°C) 400 (205) 405 (208) 450 (233) 465 (241)
Flash, OC: °F (°C) 425 (219) 430 (222) 470 (244) 490 (255)
Fire, OC: °F (°C) 455 (235) 470 (244) 500 (260) 545 (285)
Pour: °F (°C) -25 (-32) -25 (-32) -20 (-29) +5 (+15)
Color, ASTM D 1500 L0.5 L0.5 L1.0 L1.5
Carbon Residue,
Ramsbottom:% 0.30 0.30 0.36 0.37
Rust Preventive Test,

ASTM D 665
Procedure A, 24 hr Passes Passes Passes Passes
Procedure B, 24 hr. Passes Passes Passes Passes
Neutralization No.
ASTM D 974
Total Acid No. 0.68 0.68 0.68 0.68
Oxidation Test, ASTM D 943

Time Oxidized
Hr. to 2.0 Acid No. 2000+ 2000+ 2000+ 1500+
Emulsion, FTMS 791 3201,

180°F
Dist. Water: Minutes 40-40-0 (3) 40-40-0 (3) 40-40-0 (4) 40-40-0 (6)
Aniline Point, ASTM

D 611: °F (°C) 217 (103) 220 (105) 228 (109) 234 (113)
Page 2-8
Air Compressor Lubricant Recommendations
Sandvik Mining and Construction encourages the user to participate in an oil analysis program with
the oil supplier. This could result in an oil change interval differing from what is stated in these
tables.
NOTE! Mixing synthetic oils with an ATF may lead to operational problems, foaming, or plugging of
orifices. Do not mix different types of fluids.
AMBIENT CHANGE LUBRICANT

ISO
TEMPERATURE INTERVAL DESCRIPTION
-40°F to +95°F (-40°C to +35°C) 1000 Hours 32 Mobil SHC-624, 924 & 1024
-40°F to +100°F (-40°C to +38°C) 1000 Hours* 32 Mobil Rarus 424
-40°F to +100°F (-40°C to +38°C) 1000 Hours 32 Chevron HiPerSYN
-40°F to +100°F (-40°C to +38°C) 1000 Hours 32 Chevron Tegra Synthetic
-40°F to +100°F (-40°C to +38°C) 1000 Hours 32 Shell Corena PAO
-40°F to +100°F (-40°C to +38°C) 1000 Hours 32 Royco 432
-40°F to +100°F (-40°C to +38°C) 1000 Hours 32 Conoco Syncon R&O
-40°F to +100°F (-40°C to +38°C) 1000 Hours 32 Texaco Cetus PAO
-40°F to +100°F (-40°C to +38°C) 1000 Hours 32 Valvoline Syn Guard CP
-40°F to +100°F (-40°C to +38°C) 1000 Hours 32 Petro-Canada Super SCF32
+30°F to +100°F (-1°C to +38°C) 1000 Hours 46 Chevron HiPerSYN
+30°F to +100°F (-1°C to +38°C) 1000 Hours 46 Citgo CompressorGuard
+30°F to +100°F (-1°C to +38°C) 1000 Hours 46 Conoco Syncon R&O
+30°F to +100°F (-1°C to +38°C) 1000 Hours* 46 Mobil Rarus 425
+30°F to +100°F (-1°C to +38°C) 1000 Hours 46 Petro-Canada Super SCF46
+30°F to +100°F (-1°C to +38°C) 1000 Hours 46 Royco 446
+30°F to +100°F (-1°C to +38°C) 1000 Hours 46 Texaco Cetus PAO
+30°F to +100°F (-1°C to +38°C) 1000 Hours 46 Valvoline Syn Guard CP
+80°F to +120°F (+27°C to +49°C) 1000 Hours 68 Conoco Syncon R&O
+80°F to +120°F (+27°C to +49°C) 1000 Hours 68 Mobil SHC-626, 926 & 1026
Low and High Pressure Compressors
When operating between +80 and 100°F (+27 and 38°C) with a relative humidity above 80%, syn-
thetic hydrocarbon type fluid Mobil SHC or equivalent as recommended above should be used.
All lubricant recommendations are based on 1200 rpm maximum WARM-UP speed.
* 500 Hour interval on machines equipped with a high pressure compressor (350 psi).

Page 2-10
D25KS/D245S SERVICE MANUAL
3. UNDERCARRIAGE
Copyright © Sandvik Mining 3-1

023501-002
SERVICE MANUAL D25KS/D245S
3. UNDERCARRIAGE - BH00008122
3.1. General Information
This material has been prepared by the Sandvik Service Department to provide information to those
authorized to work on this product (e.g. installers, repair and maintenance technicians). The
information must be carefully read and strictly applied.
WARNING
Failure to observe this information may lead to health and safety risks to
persons as well as economic loss.
3.2. Introduction
1 4
2
The tracked undercarriage is composed of a hydraulic motor (1), final drive (reduction unit) (2), and
a sprocket (3). Traction is transmitted to the track through the sprocket (3) which bolted to the final
drive (2) that is driven by a hydraulic motor (1).
The sprocket is available in standard, HD or special versions with anti-accumulation compartments
for heavy terrain conditions and the surfaces in contact with the chain are hardened to reduce wear.
The sprocket is attached by bolts (4).
The final drive may be supplied with a mechanical release device that allows you to disengage the
final drive when towing the machine.
The type of final drive used for this undercarriage has a multi-stage planetary reduction gear,
equipped with multi-disc brakes that also act as parking brake. The brake is activated by a spring
and released by hydraulic pressure. The multi-disc brake must necessarily be released before
activating the hydraulic system of the final drive.
3-2 Copyright © Sandvik Mining

023501-002
3.3. Safety
The undercarriage is constructed to the highest standards and is functionally safe.

Carefully read the instructions given in this manual as well as the ones attached to the product and
follow the information concerning safety.
When handling this product, read the manual first and follow any instructions given on the
packaging (if present).
DANGER
Immediately stop the undercarriage if you suspect or find a fault that may
jeopardize the safety of the operator, other persons in the vicinity, or struc-
tures and equipment, etc.
Do not continue operating this product if you suspect or find a malfunction or if it has been
incorrectly repaired. In these circumstances, there may be a risk of death or personal injury and risk
to the undercarriage, other structures or equipment.
Utilize the product only for the intended use specified by the manufacturer. Improper use of the
product could lead to health and safety risks to persons as well as economic loss and will invalidate
any product guarantee.
Keep the product in perfect working condition by following the scheduled maintenance procedure
set out by Sandvik Service Department. Proper maintenance will ensure the best performances, for
long term operation. It is important to take adequate safety measures when performing
maintenance procedures in areas which are hard to reach or otherwise dangerous. Maintenance
technicians must observe safety rules to protect themselves and for others in compliance with the
rules and regulations that govern safety in the workplace.
When replacing worn parts, contact your Sandvik Service Department to obtain OEM (original
equipment manufacturer) parts for all repairs and replacement parts.
Use oils and greases recommended by Sandvik Service Department to ensure that the product
works properly and that the safety level is “acceptable”.
If the surfaces of the product have reached temperatures above 65°C, is necessary to wait for it to
cool before taking corrective action, and if necessary the operator should wear protective gloves.
For actions in which you can get in contact with fluids, lubricants and greases should be followed all
the warnings contained in safety data sheets of the respective manufacturers and should be used
any personal protective equipment provided therein.

023501-002
3.4. Track Components
3.4.1. Idler Group

The Idler Group track tensioning wheel sliding supports is lubricated with oil for life. The fork or the
cross member supports the front guide wheel and the other components. The spring unit acts as
protection for the complete undercarriage against overloads due to outside factors such (as dirt).
Type of track tensioning wheels
3 4
Type 1 - Standard Tensioning Unit: The track
tensioning wheel is composed of the following
units:
1 - Track tensioning wheel with sliding supports
2 - Fork or cross member
3 – Preloaded spring unit 1 2
4 - Tensioner unit.
2
Type 2 - Integrated Tensioning Unit: The track
tensioning wheel is composed of the following
units:
2 - Compact Tensioner unit with cylinder integrated
with spring. 1
All the spring units must be bolted, fitted or secured on the fork of the front guide wheel for easy
fitting and removal. The grease filled cylinder of the tensioner unit (4) is used to correctly adjust the
track tension after the tensioner is installed in the undercarriage frame.
DANGER
STORED ENERGY HAZARD!
The spring unit is preloaded and hence dangerous. Breakage or tampering
may be dangerous to the operators!
Any kind of repair on the preloaded spring unit must be carried out by
qualified persons only and in specialized workshops that can guarantee the
necessary safety measures.
3.4.2. Idler (BH00010573)

The track tensioning unit (Idler or Idler Group) performs the following functions:
• Flexing action simultaneously guiding the track.
• Position adjustment by means of the sliding supports to adjust track pretensioning and to
guide the track during springing actions.

023501-002
The track tensioning wheel is fitted in the frame in the respective guides and its sliding supports
allow it to move longitudinally.
The friction surfaces of the track tensioning wheel and the guides in the frame are greased at the
factory during initial assembly to reduce wear to a minimum.
TRACK SPRING
TENSIONING
WHEEL
SUPPORT
SLIDING GUIDES
SUPPORTS
3.4.3. Spring Unit
The function of the spring is to protect the complete undercarriage against overloads. An overload
may be caused by outside factors (dirt build-up) which cause increased track tension. In these
circumstances, the spring element reduces the load on all the components. The spring is perfectly
operational as long as there is no excessive debris on it.
There are various spring unit configurations that can be used depending on the specific application
and the load requirements. In compressed condition, the spring unit requires unloading to allow the
tie-rod to protrude with respect to the support surface.
TENSIONER UNIT GREASE

3.4.4. Tensioner Unit (Idler Adjustment) VALVE
The track is held under the necessary tension by

means of a tensioner cylinder. If the undercarriage
components are worn or the terrain conditions
change, the track tension needs to be adjusted by
increasing or decreasing it.
CYLINDER
The access hole (1) to the tensioning unit is

covered with a plate (2) and fastened with bolts.
The tensioner unit operates by changing the
hydraulic pressure on the cylinder to adjust the
track tension. Grease is applied through a special
grease valve to increase the pressure on the
cylinder to tighten the track or grease can be
discharged by unscrewing the valve by half a turn
to decrease the track tension.
The grease-operated tensioning unit is accessed 2
through a hole in the steel frame (1).

023501-002
Regularly check track wear to prevent damage to the track tensioner. Retensioning is not permitted
after the track has reached its wear limit. This would result in excessive stress on the undercarriage
components over the permitted limits and the safety conditions against breaking forces would no
longer be given.
3.4.5. Installing and Removing the Track Tensioning Unit (Idler Group)
DANGER
In any circumstances where you work on the track tensioning wheel unit,
you need to follow the appropriate steps to ensure that the machine cannot
move or be started.
Take caution when installing or removing a tensioning wheel unit.

An undercarriage not connected to the track by means of the sprocket is not locked by the parking
brake and could hence be subject to movements. The undercarriage must therefore be secured
using other solutions.
DANGER
STORED ENERGY HAZARD!
The spring unit is preloaded and hence dangerous. Breakage or tampering
may be dangerous to the operators!
There is a risk you run when working on or with shock absorbing elements.
If a tensioning bar (tie-rod) is damaged or broken, there is a risk that a helical spring may not stay in
the preload position but causes the front guide wheel to slip out of the frame following sudden
slackening after the track has been removed. This unsafe condition is detectable when the track
stays under tension even after having discharged the pretensioning pressure from the grease-
operated tensioner.
NOTE: When working on track tensioners, make sure that any overflow of oil or grease is
collected and disposed of in such a way as to have the lowest possible environmental
impact.
NOTE: Before being able to fit or remove the guide wheel unit, you need to open the track.
3.4.6. Installing Standard Tensioning Unit

(Idler Group)
2 - Fork or cross member
3 – Preloaded Spring Unit
4 - Tensioner Unit.

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1 3
Push the Tensioner Unit piston (1) into the cylinder
(2) as far as it will go. Install the grease valve (3)
and washer into the cylinder flange and fully tighten
it.
Fit the Tensioner Unit in the frame in such a way FRAME

that the grease valve protrudes from the opposite
hole in the support flange. Mount the tensioner in
place then tighten the bolts to the appropriate
torque.
TENSIONER
UNIT
Position the fork or cross member on the sliding

supports of the track tensioning wheel and mount it in place then
tighten the bolts to the appropriate torque.
TOP
35 mm
15 mm
When correct orientation is confirmed, mark or stamp spring plate to ensure correct orientation in
future service or repair jobs.
NOTICE
The spring is mounted on a crossmember with an offset to the top. If the offset is
not installed correctly, premature spring failure will occur.
Ensure the offset of the crossmember and spring is to the top when assembling
the spring components and installing into the frame.

023501-002
Position the spring unit on the fork or cross member and mount it in
place then tighten the bolts to the appropriate torque.
TOP
35 mm
Mount the track tensioning wheel unit and spring

unit on the greased guides of the frame using a
hoist.
NOTE: The crossmember of the fork is not

symmetrical and is offset to the top as
installed. Ensure the offset is installed to
the top as installed in the frame or
according to any markings on the fork.
Make sure that the guide wheel unit is pushed in

until the spring unit comes into contact with the
track tensioner piston.
CONTACT
TENSIONER

023501-002
3.4.7. Installing Integrated Idler Group

1
2 - Compact Tensioner unit with cylinder integrated
with spring.
Position the fork or cross member on the sliding

supports of the track tensioning wheel and mount it
in place then tighten the bolts to the appropriate
torque.
When correct orientation is confirmed, mark or
stamp spring plate to ensure correct orientation in
future service or repair jobs.
TOP
35 mm
15 mm

023501-002
Bolt the spring unit with the integrated cylinder onto

the fork (cross member). If the spring unit with
integrated cylinder is designed with an integrated
fork, position the complete unit on the sliding
supports of the track tensioning wheel and mount it
in place then tighten the bolts to the appropriate
torque.
Push the piston into the cylinder as far as it will go.

Screw the grease valve with a washer into the
piston and fully tighten it.
NOTICE
The spring is mounted on a crossmember with an offset to the top. If the offset is
not installed correctly, premature spring failure will occur.
Ensure the offset of the crossmember and spring is to the top when assembling
the spring components and installing into the frame.
TOP
35 mm
3 - 10 Copyright © Sandvik Mining

023501-002
Mount the track tensioning wheel unit with the

hydraulic spring unit on the greased guides of the
frame using a hoist.
NOTE: The crossmember of the fork is not

symmetrical and is offset to the top as
installed. Ensure the offset is installed to
the top as installed in the frame or
according to any markings on the fork.
NOTE: For removal, reverse the installation

procedure.
Make sure that the guide wheel unit is pushed in

until the spring unit comes into contact with the
frame dividing panel and stays in position.
3.4.8. Roller Assembly (Upper and Lower

Double Support)
The load-bearing rollers/support guides are supplied as a complete unit. The complete unit must be
replaced in the event of damage, repairs, or when the wear limits have been reached.
The load-bearing rollers guide the track in the upper section and support the track in such a way as
to minimize its bulging and prevent damage to the adjacent components.
The sliding surface of the upper rollers has been hardened (not in the case of the support guides) to
prevent wear. They mount special screw ring units that allow perfect seal and prevent dirt from
penetrating, and they are permanently lubricated.
Upper rollers with double support (identical to the lower rollers).
UPPER ROLLER
LOWER ROLLER
The support guides are available in hard-wearing

steel configurations or in some cases in special
polyurethane.
Roller Replacement (BH00010572)
To replace the upper rollers, undo the mounting
bolts and remove it. Install the new roller using new
bolts and reconnect the track.
Copyright © Sandvik Mining 3 - 11

023501-002
The rollers are supplied as a complete unit. The complete roller unit must be replaced in the event of
damage or when the wear limits have been reached.
The lower rollers function as a guide for the track that transfer machine load to the ground. The
surface of the rollers have been hardened to reduce wear. It has “screw” seals to prevent
penetration of dirt and oil leaks.
To replace a roller, slacken the track and remove

the locking devices. Raise the undercarriage to
remove a lower roller.
Undo the bolts from the defective track roller,

remove and replace it. Should track guide be
installed, they must first be removed also. Install a
new roller with new bolts and tighten until it seats.
Reconnect the track as described in the following
chapter.
3.4.9. Covers (BH00010584)

The covers shown in the illustration below are MOTOR
provided with all the standard undercarriages (not GUARD
all the covers are provided with all the COVER
undercarriages).
Additional covers not shown in the illustration may
be provided with the undercarriages. The most
common covers are those for the hydraulic or for
the manual access hole to the grease valve of the
tensioning unit. VALVE
COVER
Be careful when handling the cover plates as they
may be heavy depending on their size and hence
be a source of injury. The covers are made of sheet metal and have the following function:
• Close hydraulic units and lines
• Provide protection against dirt and contamination
• Protect against personal injury.

023501-002
3.5. Track Chain and Pad Assembly (BH00010609)
The track chain consists of right- and left-hand BUSHING CHAIN

links. The chains link together with bushings and
pins pressed together to make up different lengths. PAD
The tracks have been induction-hardened making
them extremely hard-wearing.
The pads are bolted onto the chain and form a
complete unit in compliance with the project
specifications. Pads general have one or two PIN
grousers, some have three.
The chains and pads recover the loads caused by the machine and transmit power to move the
machine. The pads are hardened to reduce wear.
3.5.1. Track Chain and Pad Replacement

These instructions describe the correct method to
secure the pads to the chain. Incorrect fitting is the
most common cause of detachment between the
pad and the track.
It is often underestimated how important it is to
correctly carry out the pad replacement procedure.
Incorrect installation can cause bolt skimming or in 3 GROUSER
the worst case damage the track links. During 2 GROUSER
replacement of pads, the following is 1 GROUSER
recommended:
PIN SIDE of LINK
• Always use new bolts and nuts when installing

pads. Used bolts may be deformed and no
longer deliver the required tightening force.
• Position the pads with the front edge on the pin
side of the track link.
• Apply a thin layer of oil to the threading and the
contact surfaces under the bolt heads. FRONT EDGE of PAD
• Fit the bolts in the holes and tighten them in the

nuts several turns.
• Make sure that the flat part of the nut rests on its seat in the link (the rounded side of the nut
must face the sliding surface of the link).
• Fully tighten the bolts without applying particular force.
• Remove any form of materials or foreign bodies from the contact surfaces of the links, which
may wedge in between the pads and the bolts (e.g. paint, primer, rust, dirt, etc.) by brushing or
grinding the surface if required to clean the surface.
• Clean the contact surfaces and the seats of the track link nuts.

023501-002
WARNING
Fitting or removing hardened chain bolts by hammering poses a serious risk
to the operators because of projecting broken chips of material. Wear
appropriate personal protective equipment to prevent injury (e.g. wear
protective goggles, gloves).
Select the proper tightening procedure (see below) and determine the required torque from the
Torque Table. Tighten the bolts crosswise.
NOTE: Do not apply an excessive tightening torque to the bolts!
The bolts torques must be rechecked after 50 hours of initial operation. Further checks must be
carried out at regular intervals based on operator experience or manufacturer’s recommendations.
3.5.2. Tightening Procedure for Track Bolts

The tightening torque for each single bolt is obtained with two different tightening procedures:
dynamometric procedure and angular method. The angular method is used to exclude the incidence
of friction factors as much as possible. This is why this method is preferable to the dynamometric
tightening procedure. The tightening torque levels are specified based on the ISO strength classes
11.9 and 12.9, and 13.9 for special bolts.
• Angular Tightening Procedure:

In this procedure, preferable for on-site working conditions, the bolts are first tightened crosswise, to
an established torque value indicated in the Torque Table. The bolts are then pre-tightened by a
further 1/3 turn of the wrench (120°). With this procedure, a certain plastic deformation of the bolts
occurs in order to reach the maximum tightening value for each single bolt.
• Dynamometric Tightening Procedure:

Tighten the bolts to the torque value indicated above. The torque level should be reached using a
torque wrench applying a uniform rotary movement. Sudden actions generate torque peaks
producing incorrect results. Stop tightening as soon as you reach the pre-established tightening
torque.
NOTE: In both cases, excessively tightening the bolts over the values specified may damage
them beyond the yield point associated with an over tolerance plastic deformation with
the consequent risk of premature failure of the bolt.

023501-002
Track Bolt Torque Table (N-m)

Strength Class 11.9 Strength Class 12.9 Strength Class 13.9
Bolt Size Dynamometric Angular Dynamometric Angular Dynamometric Angular
(metric) Tightening Tightening Tightening
M10x1.0 90+/-5 30+/-2 100+/-5 32+/-2 105+/-5 35+/-2
M12x1.0 160+/-10 50+/-3 170+/-10 55+/-3 180+/-10 60+/-3
M14x1.5 240+/-15 80+/-5 260+/-15 85+/-5 270+/-15 90+/-5
M16x1.5 370+/-20 180+/-10 390+/-20 190+/-10 410+/-20 200+/-10
M18x1.5 540+/-30 260+/-15 570+/-30 280+/-15 600+/-30 290+/-15
M19x1.5 650+/-35 320+/-15 690+/-35 340+/-15 720+/-35 360+/-20
M20x1.5 750+/-35 340+/-15 800+/-40 360+/-20 830+/-40 380+/-20
M22x1.5 1000+/-50 380+/-20 1070+/-50 400+/-20 1120+/-55 420+/-20
M22x2.0 1080+/-50
M24x1.5 1320+/-65 440+/-20 1410+/-70 470+/-20 1470+/-70 490+/-25
M27x1.5 1920+/-95 630+/-30 2050+/-100 670+/-30 2140+/-100 700+/-35
M30x2.0 2580+/-130 850+/-40 2760+/-140 910+/-50 2870+/-140 950+/-50
M32X2.0 3100+/-150 1000+/-50 3310+/-165 1070+/-50 3450+/-170 1110+/-55
M36X2.0 4550+/-230 2270+/-110 4860+/-245 2430+/-120 5070+/-250 2530+/-125
Bolt Size
(UNF)
7/16” – 20 115+/-5 40+/-2 125+/-5 43+/-2 130+/-5 45+/-2
1/2” - 20 180+/-10 60+/-3 190+/-10 65+/-3 200+/-10 70+/-3
9/16” – 18 260+/-15 90+/-5 275+/-15 95+/-5 290+/-15 100+/-5
5/8” – 18 360+/-20 180+/-10 385+/-20 190+/-10 400+/-20 200+/-10
3/4” – 16 630+/-30 320+/-15 675+/-35 340+/-15 700+/-35 360+/-15
7/8” – 14 1010+/-50 350+/-15 1080+/-55 370+/-20 1130+/-55 390+/-20
1” – 14 1540+/-80 520+/-30 1650+/-80 560+/-30 1720+/-85 580+/-30
1 1/8” – 12 2250+/-110 760+/-40 2400+/-120 810+/-40 2500+/-125 850+/-40
1 Newton-meter (N-m) = 0.737561 Foot-pounds force (ft-lbf)
3.5.3. Installing the Track on the Undercarriage
Spread out the track as shown so that it is as

straight and flat as possible.

023501-002
Position a wooden wedge under the end of the

track (front guide wheel side, bushing side of the
free track facing up).
Position the assembled frame on the track.

Important! Position the frame so that the forward
drive of the machine is in the same direction as the
chain.
When the track is correctly aligned, pull it over the

final drive unit in the direction of the front guide
wheel above the side section. Make sure that the
chain bushings lock into the compartments of the
sprocket.
Position the ends of the track on the front track

tensioning wheel.

023501-002
Grease two shims and fit them in the bores of the

track links (also use sealing washers if necessary).
Align the track segments. Grease the tips of the

master pins and fit them in the holes. Push them
inside using a mallet if the tracks are small. If the
chain needs it, put the blocking pin in position to
guide the master pin inside the master links. Follow
the safety instructions. Fitting and removing the
pins with a mallet may cause dangerous projection
of materials.
NOTE: Wear personal protective equipment

(e.g. goggles, gloves, etc.).
For large tracks, fit the pins in place using a

hydraulic pin driver. If the chain has a small pin to
fix in position of the master pin, put it on.
3.5.4. Tensioning Track
When all the track components are in the correct

position, use a grease gun to tension the track. Fit
the grease hose connector on the valve of the
grease-operated tensioner.
Keep the grease gun under pressure during the
track tensioning.

023501-002
L
Important! When setting the track tension, there
F
must be a sagging (F) in the track of 2-3 cm for a
track length (L) of 1-1.5 m. This is measured
linearly for a length (L) between 1 and 1.5 meters
(at least 4 track elements).
Check the sagging (F) using a straight-edge and
ruler to measuring the distance (F) from the top
edge of the pad to the straight-edge.
TOO LOOSE
NOTE: If the track is to slack, it may slip off the
roller flanges, the sprocket and the front
guide wheel and considerably increase
track wear. If the track is too taut, the
tracks increase wear on the front guide
wheel and the bearings and results in a
high degree of wear on the track TOO TIGHT
bushings and pins. It also requires
greater motive power during driving with
consequent increased fuel consumption
Detach the grease gun connector when the track
tension is correct. Move the undercarriage forward
and backward for one complete turn of the
sprocket and make adjustments as required.
Check the track position on the front guide wheel and on the sprocket.
Depending on the configuration, on some models there might not be any sagging in the upper
section of the track. In this case, the track tension can be adjusted by measuring the hydraulic
pressure of the tensioning device or lifting the undercarriage. The sag measurement in the upper
section in this case is the same rules as above where the distances L and F apply.
3.5.5. Rock Guards

The rock guards or track guides go into action each time track flexures occurs when the
undercarriage needs to surmount an obstacle that may cause the track to slip off the track roller
flanges. There are various types of track guide. The main difference lies in welded and bolted
configurations. There are main three configurations of track guides:
• Track guide in the configuration with welded

segments where the undercarriage must be lifted
for fitting or removal.

023501-002
• Track guide in the configuration with bolted

segments where the undercarriage does not need
to be lifted for fitting or removal. Version without
joining cross member (lightweight configuration).
• Track guide in the configuration bolted on the

entire length of the side frame where the
undercarriage does not need to be lifted for fitting
or removal.
3.5.6. Track Guard Installation

In the case of a welded configuration, the undercarriage must be lifted in order to fit the track guide,
since it cannot be fitted on the side. After lifting the undercarriage, the track guide must be fastened
to the undercarriage with bolts. For removal, work in reverse of fitting order.
In the case of a bolted configuration, the track guide can be installed without having to lift the
undercarriage, since the guide is made up of several separate parts. In this case, one side of the
track guide is bolted onto the undercarriage. The cross member is then connected to the first side of
the track guide. The second side of the guide is bolted to the cross member then bolted to the
undercarriage. For removal, work in reverse order to fitting. Make sure that there is no contact
between the guide and the track roller body and that there is adequate clearance between the guide
and the track (protrusion of the track pin).
3.6. Final Drive (BH00010564)
The complete final drive unit is made up of the following components:

• Sprocket (BH00010589)
• Final Drive/Motor Assembly or reduction unit (BH00010564) consisting of:
• Final Drive (BH00010655)
• Hydraulic Drive Motor (BH00010630)
• Integrated brake/Release mechanism (multi-disc brake)
In the event of malfunctioning, always replace the complete components. All repairs should be
carried out only by qualified workshops.
3.6.1. Final Drive Identification

The identification data of the unit are shown on a provided name plates.

023501-002
For all inquiries regarding general information on the final drive for parts, assistance, always give
the identification data stamped on the ID plate. The plate must not be removed from the product.
The information on the ID plate must be included with any request for parts or service.
The following illustration shows where the identification data is located on the name plate.
NAME PLATE
LOCATION
MANUFACTURE
IDENTIFICATION ASSEMBLER CODE
REDUCTION RATIO
PRODUCT DESIGNATION
DATE of PRODUCTION
PRODUCT CODE
CUSTOMER
PRODUCT CODE
BAR CODE (TYPE 128) SERIAL NUMBER
3.6.2. Changing the Final Drive Oil
WARNING
The final drive oil and the final drive guard may be boiling hot after long
periods of operation. Always let the final drive cool down to avoid burns.
The steps to drain waste oil from the final drive are as follows:
1. Position the undercarriage on a horizontal surface with the oil drain plug (2) is in the lowest
position (180o) and the oil fill hole (1) at about 90o.
2. Position a container underneath the final drive of sufficient size to catch and contain all the
waste oil.
3. Remove the oil filler cap (1) and the drain plug (2) and drain all the waste oil. When the oil
has drained, replace the drain plug.

023501-002
4. Collect the drained oil in a container and observe local laws for disposal.
WARNING
The final drive must be filled with clean oil before starting it (see the
lubricant specifications for the recommend oil characteristics).
Replace the oil in the final drive as follows:

1. The undercarriage must be on horizontal
surface and positioned with the oil drain
plug (2) in the lowest position (180o) and
the oil fill hole (1) at about 90o.
2. Replace and tighten the oil drain plug (2).
Add new oil to the final drive through the
oil fill hole (1) until oil reaches the oil fill
hole level and begins to flow out of the oil
fill hole.
3. Replace the oil filler cap (1).
4. Run the final drive motor and move the undercarriage. Secure the undercarriage and
recheck the oil level in the final drive and fill to proper level if necessary.
3.6.3. Removing the Final Drive

To lift and handle the product follow the information given below:
Use tackle lift and handle with care avoiding impacts.
WARNING
Due to the size and dimensions of the final drive, do not to move it by hand
especially if removing or installing. Use accessories that ensure safe
handling and avoid damages to the product, i.e., eyebolts, hooks, brackets,
etc. or special tools supplied by Sandvik Service Department.

023501-002
To turn gearboxes upside down, it is necessary to

use the hanging points provided for lifting
operations, and in accordance with the rules which
have been previously defined.
Wear gloves to provide appropriate mechanical
protection to the hands.
The upside down operations must be carried out by
keeping the gearbox as close as possible to a table
top. It is important to pay attention to its center of
gravity so that its weight does not get unbalanced
during this handling process.
Gearbox must be made secure so that the hooks
do not come out of the hanging points and cannot
move or cause risks of falling loads; this is very
important when the upside down turning operation
is carried out by means of ropes or lifting bands
which are more subject to displacement risks from
loads hanging points.
WARNING
Remove any dirt from the parts and the fastening elements. Use a hoist to
prevent the final drive from dropping while removing the bolts from the
frame. Remove the bolts in a crosswise pattern.
1. Support the final drive with a hoist before extracting the bolts from the frame.
2. Loosen to all the bolts in a cross ways pattern.
3. Tap on the final drive with a rubber mallet to loosen it from the frame if necessary.
4. Collect any dripping/seeping oil in a previously prepared container.
5. Use a proper frame to support the drive for repairs or secure drive for shipping.
3.6.4. Installing the Final Drive
WARNING
Set out a safety plan to protect the health and safety of all persons directly
involved before installing the final drive. Observe all “Lock-out/Tag-out” and
personal protective equipment procedures.
During installation the final drive must be correctly seated in the frame in such a way as not to
damage the flange surface.
Fasten the final drive bolts and washers in the frame and hand tighten them and torque them based
on their size (See Appendix Torque Tables).
1. Make sure all mating surfaces are flat.
2. Make sure the shafts (or bore and shaft) are perfectly aligned for coupling.
3. Fit suitable guards to protect against the final drive’s external moving parts.

023501-002
4. Apply a protective paste to all gear/motor mating surfaces and other parts such as
Klüberpaste 46 MR 401 or Tecnolube WRL 115 or similar product, to ensure optimal
coupling and protection against fretting corrosion.
5. Move the final drive in the mounting area use safe lifting methods.
6. Clean the mating surfaces from oils or paint and fit the final drive on the machine frame (for
the correct orientation refers to the installation drawing below).
7. Apply LOCTITE 270 or similar product on the bolt threads then mount the final drive
assembly to the machine frame with bolts and washers hand tightening. Recheck the final
drive alignment before tighten all the bolts in the cross pattern presented below. Use a
torque wrench set to the torque given in the torque table.
1 & 2 FINAL DRIVE FASTENERS

SPROCKET
4 BOLTS
1&2
UNDERCARRIAGE
8. Clean any oil or paint from the sprocket (3) mating surfaces with the final drive (4) and
install the sprocket.
9. Apply Loctite 270 or similar product on the bolt (2) threads then mount the sprocket (3) to
the final drive (4) with bolts and washers (1) hand tightening them first, then tighten using a
torque wrench set to the torque given in the torque table.
10. Clean hoses thoroughly prior to SERVICE

connection and remove any internal PORTS
(A & B)
obstructions. Prevent any foreign particles
from getting into the hoses by removing
the plastic caps only when connecting the
hoses. After hoses are connected to the
motor, start the hydraulic circuit and filter
the oil from all the particles that may have
contaminated it.
DRAIN

023501-002
BRAKE RELEASE HOSE
11. If the final drive has a hydraulically driven BRAKE
parking brake, connect the brake release PORT
hose as shown.
FINAL DRIVE
3.6.5. Before Starting a New Final Drive

If a new final drive is installed, remember the new final drive is supplied without any oil. See the
instruction below for filling the final drive with oil.
NOTICE
Starting or using the final drive without oil will quickly destroy the device.
Never mix different types of hydraulic oils when filling the final drive.
A new final drive is internally treated with a preservative agent that guarantees up to 6 months
protection against corrosion if stored in dry environmental conditions. This preservative agent
should not be removed.
3.6.6. Final Drive Additional Instructions

• Thoroughly clean all the centering and joining surfaces.
• Slightly lift the unit in the flanged centering device of the undercarriage using a hoist.
• Completely fasten the reduction unit on the frame before removing the hoisting couplings.
• Do not apply axial forces during installation.
• Do not apply excessive force on the frame.
• The final drive unit must not be tilted.
• Be careful not to let dirt or foreign particles enter the hydraulic circuit.
• The parking brake is a final drive safety device. Be careful not to let dirt or foreign particles
enter from the hydraulic brake coupling.
• Make sure that the brake coupling is perfectly sealed.

023501-002
3.6.7. Removing the Sprocket (BH00010589)
1. Remove all dirt from the parts and the

fastening elements then loosen and
remove the track (See details below) 4
2. Use a hoist to prevent the sprocket from
dropping. Loosen the bolts (1) on the
sprocket in a crosswise pattern before
completely remove them. 3
3. Remove the sprocket (3) from its seat on 1&2
the final drive by tapping it with a rubber
mallet. If provided, fit the extraction bolts
in the threaded holes and tighten them
evenly.
4. Suspend the sprocket with a hoist and
remove it from the final drive (4).
3.6.8. Connecting the Sprocket

1. Thoroughly clean all the centering and
joining surfaces on the sprocket and final
drive.
2. Using a hoist to lift the sprocket (3),
mount it on the final drive (4) and attach it
to the final drive with hand tightening
bolts.
3. Tighten the bolts in the correct sequence
(shown above) and then torque the bolt
based on size using a torque wrench (See Appendix Torque Tables).
NOTE: Use the Torque Tables in the Appendix of this chapter and not the Track Pad Torque Table.
3.6.9. Torquing Final Drive Sprocket Fasteners and Sprocket Bolts

Use this procedure for both maintenance and service of the final drive and sprocket.
1. Thoroughly clean all surfaces on the sprocket and final drive.
2. Check that all final drive bolts and washers are in place and good condition. Replace any
that are not.
3. Check the final drive alignment before tightening all the bolts in the cross pattern shown.
4. Use a torque wrench set to the torque given in the torque table.
5. Check that all sprocket bolts and washers are in place and good condition. Replace any
that are not.
6. Tighten the bolts in the correct sequence shown above and then torque the bolt based on
size using a torque wrench (See Appendix Torque Tables).
3.6.10. Parking Brake Description

The multi-disc parking brake is integrated in the final drive unit on the motor side and is lubricated
with the final drive oil. The brake does not require any maintenance and only needs to be checked
at the time of general service of the complete final drive unit.

023501-002
The multi-disc brake parking brake is kept closed by thrust springs. If repairs are required, it must be
removed from the final drive and replaced as a complete unit. This configuration protects all the
individual parts, such as the discs, springs, and sealing parts from outside influences. Any repair
operation should be carried out exclusively by a specialized workshop.
NOTE: The brake circuit must be bled after any work on the unit or on the hydraulic couplings.
WARNING
Be careful when filling the final drive with hydraulic oil. There is sufficient
pressure in the feed circuit to cause the brake to release and may allow the
machine to move unexpectedly.
3.6.11. Parking Brake Release

Undercarriages with a transmission unit equipped with a parking brake cannot be moved if the
hydraulic system is not operational. For this reason, a release mechanism can be fitted on the
undercarriage. This mechanism allows the undercarriage to be towed when the diesel or electric
motors are off.
As shown below, the release device is positioned on the outside of the transmission and is held in
place by bolts. To release the parking brake, remove the bolts and screw the toothed key. Make
sure that you put the release device back to its original position before returning to normal
operation. Be very careful, as manually releasing the brake poses a risk of the machine
unexpectedly starting.
3.6.12. Final Drive Disassembly Preparation

If a repair of the final drive becomes necessary it must be removed from the machine. This is not
required for normal maintenance procedures. Only experienced repair personnel should perform
this procedure.
This procedure must be performed in a workshop that has adequately tools. Special tools that are
required can be ordered from the Sandvik Service Department or fabricated on site. To be able to
fabricate this equipment, drawings are provided at the end of this manual.
The procedures for disassembling and assembling the gear motor given below must be strictly
adhere to.
Proceed with these operations using the following safety measures:

023501-002
1. Cover all the hydraulic system connections on the gear motor to avoid the introduction of
any foreign parts in the circuit and the gear motor.
2. Protect all coupling surfaces to prevent damage to seals and threads.
3. Handle components to ensure that there are no risks for human safety and to guarantee
the reliability of the gear motor.
4. Prepare a work area that is clean and meets workplace safety guidelines.
NOTE: Follow the steps below during these operations. The numbers in brackets with the text
correspond to the component references in the exploded view.
Initial inspection of hydraulic motor and gears can be made without disassembling the track drive
from the machine. Depending on the service the hydraulic motor requires, some disassembly and
reassembly steps described here may be skipped.
DANGER
The large components are heavy, take extreme during the handling.
3.6.13. Final Drive Disassembly (BH00010655)
An initial inspection can be made without disassembling the sprocket and the track drive from the
machine. Refer to the Appendix of this chapter for the Final Drive Assembly drawing, tool drawings,
parts list and torque specifications referred to in these procedures.
Before disassembling the track drive, make sure to drain the oil in accordance with the oil draining
and replacement instructions.
Begin by removing the hydraulic motor screws and remove the motor and its O-ring seal (30).
1. Install the Brake Circlip Remover (See

Appendix BG00954513) on the flanged
hub (18) and turn the screw until it
compresses the springs (27). Use the
pliers to remove the circlip (29) from its
seat in the flanged hub (18), and then
remove the Brake Circlip Remover.

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2. Remove spring retainer plate (28) from the
flanged hub (18).
3. Use a permanent marker to mark the

locations of the springs (27) for the
reassembling procedure.
4. Remove and retain the springs (27) from

their marked seats in the brake piston
(26).
5. Remove the brake shaft (19).

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6. Use the puller to remove the brake piston

(27).
7. Remove the O-ring seals (23 and 24) and

the backup rings (22 and 25) from their
seats in the flanged hub (18).
8. Take out the brake disc unit (20-21).
9. Turn the gearbox upside down and

unscrew the filling-draining oil plugs (4)
from the end cover (6).

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10. Unscrew the disengagement plug (2) from
the end cover (6).
11. Remove the washer unit (3) from its seat

in the disengagement plug (2).
12. Unscrew the sixteen socket head screws

(M12x35 (1) grade 12.9) from the end
cover (6).
13. Attach the Raising Hook (See Appendix

BG00954496) and use an hoist or crane to
remove the end cover (6).

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14. Remove the O-ring seal (5) from the end

cover (6).
15. Remove the 1st stage sun gear (7).
16. Remove the 1st reduction (8).
17. Take out the 2nd reduction gear (9).

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18. Using the pliers to remove the circlips (10)
from their seats in the hydraulic motor’s
pins (18).
19. Use the puller to remove the 3rd reduction

planet assembly (11).
20. Remove the spacers (10).
NOTE: To proceed with the gearbox disassembly,

it is now necessary to remove it from the
machine and bring it to a properly
equipped workshop.
21. Unscrew the socket head screws M10x20

(13), grade 8.8.

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22. Remove the backstop (14).
23. Place the torque multiplier (BG00954514)

on the ring nut (15) and loosen it.
24. Take out the ring nut (15).
NOTE: When lifting the unit, partially screw in

the ring nut (15) on the flange hub (18)
to avoid dropping the gearbox housing
(16).
25. Use a press to push on a metal stopper

and remove the flanged hub (18) from the
gearbox housing (16).

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METAL STOPPER DETAIL

Diameter = 215 mm
10 mm
26. Use a hoist to raise the gearbox housing

(16) from the flanged hub (18).
27. Remove the bearing inner raceway from

the gearbox housing (16).

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WARNING
In case of oil leakages, it might be necessary to check and eventually
replace the lifetime seal, which means both the steel rings and the O-ring
seals.
28. Remove the 1st half seal (17) from the

29. Use a screwdriver to remove the 2nd half

seal (17) from the flanged hub (18).
30. Use a puller and a metal stopper to

remove the bearing inner raceway from
the flanged hub (18).

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31. Remove the 1st bearing balls row from the
gearbox housing (16). Clean the bearings,
then store them in a clean container for
reuse.
32. Remove the 1st plastic support from the

gearbox housing (16). Repeat the same
step to remove the 2nd bearing balls row
and plastic support.
The track drive disassembly ends with the above

operation. All the parts are now available for the
necessary inspections.
3.6.14. Final Drive Reassembly Preparation

With the track drive completely disassembled, inspect all parts for general wear. The main
components to inspect are:
• Gears
• Bearings
• Seals
When replacing the used or damaged parts, observe the following steps:
1. Remove all dirt and properly clean the seals, bearings and locking rings seating.
2. Lubricate the parts before assembling them.
3. In the case of damaged gears, do not replace the individual gear but the entire reduction
assembly.
4. When reconnecting a part always replace all the seals involved.
5. Replace all the damaged parts with OEM parts following the steps provided in this
document.

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3.6.15. Final Drive Reassembly
1. Place the bearing inner raceway in the

2. Place the ball bearing on the plastic

support.
3. Assemble the 1st ball row into the gearbox

housing outer raceway (16).
4. Assemble the 2nd ball row into the

gearbox housing outer raceway (16).

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5. Place the bearing inner raceway in the
Gearbox Reassembly
D E C B A
(18) FLANGED HUB
(16) BEARING HOUSING

D E C B A
a) Carefully clean the seat surface of A and B using a metal brushes or solvent if necessary. All
surfaces must be perfectly clean and dry, including Lifetime Seals C.
b) Make sure that surfaces at D of metal rings E are free from scratches, dings or foreign
substances; metal ring surfaces B must be perfectly clean and dry. We suggest dipping the metal
rings in volatile solvent or industrial degreasing alcohol.
c) Carefully clean the surface D of metal rings E and remove dust or fingerprints. Then lubricate
them with a thin oil film. Do not put oil on the other components.

023501-002
6. Assemble the half seal (17) on the tool

(BG00954522).
7. Assemble the 1st half seal (17) on the

flanged hub (18).
8. Assemble, by using the same tool

(BG00954522), the 2nd half seal (17) on
the gearbox housing (16).

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Correct lifetime seal assembly check (17).
(18) FLANGED
HUB
METAL
LIFETIME
RINGS
SEALS AND
(16) BEARING
HOUSING
9. Clean carefully the seal faces (16).

NOTE: Apply a thin oil film on the entire metallic
face of one or both seals. Oil must not
contact surfaces other than the sealing
faces.
10. Use a hoist to place the gearbox housing

(15) on a space (detail below).
METAL SPACER (MM)

120
307.9 323.9

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11. Use a hoist to place the flanged hub (18)

inside the gearbox housing (16).
12. Use a press and a metal stopper to push

the flanged hub (18) against the shoulder
on the gearbox housing (16) completing
the subassembly.
METAL SPACER (MM)

200
178 188
13. Insert the ring nut (15). When lifting the

subassembly, screw the ring nut (15) in to
the flanged hub to avoid dropping the gear
housing.

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14. Place the multiplier (See Appendix for
description) on the ring nut (14) and
tighten by a torque wrench with an input
multiplier torque of 87 ± 4 Nm (62 ± 3
ft.lbf.) corresponding to an output
multiplier torque of 10,000 ± 500 Nm
(7376 ± 37 ft.lbf.).
15. Place the back stop (14) into its seat in the
flanged hub (18).
16. Use a soft punch and a rubber hammer to

press the back stop (14) against the
shoulder of the flanged hub (18).
17. Apply LOCTITE type 243 on the threads of

the socket head screw (M10x20 (13),
grade 8.8) before installing.

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18. Tighten the socket head screws (M10x20

(13), grade 8.8) to 50 Nm (37 ft.lbf.) with a
torque wrench.
19. Assemble the spacers (10) correctly on

the pins of the flanged hub (17) as shown
below.
20. Place the reduction planet assemblies of

the 3rd reduction (11) on the pins of the
flanged hub (18).
NOTE: Make sure that the reduction planet

assemblies are installed with the groove
side toward the end cover (6).
GROOVE

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21. With a rubber hammer and a metal
stopper, tap the planet assemblies of the
3rd reduction (10) against the flanged hub
pin shoulders (18).
50
62 70
(MM)
22. Install the circlips (10) in the flanged hub

pin seats (18) with circlip pliers.
23. Install the 2nd reduction assembly (9).
24. Install the 1st reduction assembly (8).

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25. Insert the 1st reduction sun gear (7).
26. Place the O-ring (5) into the groove in the

end cover (6).
27. Use a hoist and a raising hook

(BG00954496) to assist in assembling the
end cover (6).
28. Install the 21 socket head screws M12x35

(1), grade 12.9 and torque to145 Nm (107
ft.lbf.

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29. Install the oil drain plug (4) and torque to
35 ± 5 Nm (26 ft.lbf.).
30. Insert the washer unit (3) into the end

cover (6).
31. Install the disengagement plug (2) and

hand-tighten.
32. Install the disengagement plug (2) in the

end cover (6) and torque to 300 Nm torque
(221 ft.lbf.).

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33. Turn the gearbox upside down and install

the brake shaft (19) inside the flanged hub
(18).
34. Assemble the brake discs package

according to the following order: first insert
one sintered bronze disc with external
teeth (20) then insert an internally toothed
steel disc (22) (below).
35. Repeat the above procedure until all 6

sintered bronze discs and 5 steel discs of
the brake disc package have been
installed.
36. Apply a thin oil film on the O-ring seat

inside the flanged hub (19), and install the
two O-ring seals (24 and 25) and the
backup rings (23 and 26). OIL SEAT

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NOTE: The O-ring seals (A) (24 and 25) and

the backup rings (B) (23 and 26) must
be fitted in the seats according the B
mutual position as shown in the
A
scheme.
37. Insert the brake piston (26) inside the

flanged hub (18), being careful not to
damage the seals already fitted.
38. Insert the springs (28) into the holes in the

brake piston (27) marked previously.
39. Install the spring retainer disc (28).

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40. Place the Brake Circlip Removing Puller

tool (See Appendix for description) on the
flanged hub (18) and tighten the screw
until it compresses the springs (27)
enough to install the circlip (29) into its
seat. Loosen the screw and remove the
tool.
MOTOR FLANGE ADAPTER

41. Before installing the hydraulic motor, use a
depth gauge to check the measurement of
the axial distance shown in the diagram.
BRAKE
SHAFT
124.3  0.4 mm

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3.6.16. Final Drive Installation and Testing
Check the final drive by remounting it to the undercarriage. Check the function of the transmission
following all the checks shown in the motor start up and run in section.
If work on the brake was undertaken, it is important to check that there are no oil leakages. Follow
the procedure below:
1. Connect the pressure pilot line with the manometer (with a base scale of 100 bars (1450
psi)) to the brake release port.
2. Open the flow valve and release the brake with the pilot pressure of 50 bar (725 psi).
3. Close the flow valve and keep the brake released 3 minutes or longer.
4. Using the manometer, check that the pressure remains constant.
NOTE: If the pressure drops it may mean that the brake seals are not tight and consequently
they must be replaced or it may mean that the reassembling was not done correctly.
5. After having reassembled the gearbox, install the hydraulic motor, as shown in the Motor
Installation section.
6. Fill the gear motor with the lubricant oil as shown in the lubrication and oil changing
section.
50 bar
(725 psi)
BAR

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3.6.17. Final Drive Trouble Shooting
PROBLEM CAUSE REMEDY

EXTERNAL OIL LEAKAGE
Oil leak from Lifetime seal Seal damage Replace Lifetime seal
Oil leak from end cover O-ring seal damage Replace O-ring seal
Oil leak from oil plugs Plug seal damage Replace plug seal
Plug or bolt loose Tighten plug, bolts
Oil exceeds maximum level Check oil level
Breather plug clogged Clean or replace breather
Oil leak from hydraulic motor O-ring seal damage Replace O-ring seal
Plug seal damage Replace plug seal
Internal motor part damage Check hydraulic motor
TOO MUCH NOISE
Noise inside hydraulic motor Internal motor damage Contact Sandvik Service Rep.
Hydraulic noise during motor Hydraulic circuit malfunction Verify hydraulic circuit
slowdown
Noise inside final drive Internal damage Contact Sandvik Service Rep.
OTHER PROBLEMS
Sprocket locked Hydraulic motor locked Contact Sandvik Service Rep.
Parking brake locked Check brake release
Mechanical component damage Contact Sandvik Service Rep.
Overheating Oil level low Check oil level and refill
Hydraulic oil too hot Check hydraulic circuit
Brake not fully releasing Check brake release pressure
Insufficient power Internal motor part damage Contact Sandvik Service Rep.
Insufficient braking torque Parking brake malfunction Repair parking brake
Brake disc worn Replace brake disc pack
Damaged parts Check brake components

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3.7. Motor (016153-339)
FINAL DRIVE
The motor maintenance requires only periodic
visual inspections for any seepage.
During motor repair or replacement, insure that the
hydraulic delivery and return lines are correctly
connected or the drive controls will reverse the
machine direction. MOTOR
3.7.1. Installing the Motor
NOTICE
Under no circumstance remove the plastic lid from the power supply ports
of the hydraulic motor; this will help avoid the accidental introduction of
foreign bodies into the motor, until the hoses are assembled.
In case of hydraulic motor installation, the following precautions must be observed:
• Do not force the coupling and do not use inappropriate tools during assembly. Take care not to
damage the flat/cylindrical coupling surfaces.
• Do not force the rotary coupling mechanisms with heavy overhung or thrust loads.
• To facilitate assembly and avoid the rotary coupling mechanisms wear, use a lubricating
synthetic oil paste (e.g. Klüberpaste 46 MR 401 or Tecnolube WRL 115).
• Install the O-ring seal in its seat in the hydraulic motor and assemble it to the gearbox being
careful not to damage the seal already fitted.
• Use a torque wrench to tighten the bolts to install the motor to the correct torque.
3.7.2. Motor start up

Complete the following steps when replacing the final drive motor:
FINAL DRIVE
DRAIN
1. Fill the motor housing with the correct PORT
hydraulic oil through the drain port.
2. Bleed air from every part of the hydraulic
circuit and add hydraulic fluid in the tank if
necessary.
3. Start the final drive at a low speed and
gradually increase it after having verified
that it functions correctly without any
noises or vibrations. MOTOR
NOTE: The presence of residual air in the hydraulic circuit will manifest itself with the presence
of foam in the tank and will lead to a jerking of the motor as well as excessive noise
coming from the motor and the valves.

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4. Start the final drive at a low speed and gradually increase it after having verified that it
functions correctly without any noises or vibrations.
NOTE: Do not reach maximum pressure unless the entire system has been filtered to
eliminate any particles of dirt that may be present.
5. Once the motor is operating, check the correct revolution and direction of rotation.
6. Make sure that the motor is functioning without any excessive noises or vibrations and that
the oil temperature does not exceed 85-90°C.
7. After the initial operation, check for oil leakages and verify the level of lubricating oil in the
motor.
8. Verify the functioning of the brake system by opening and closing them.

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3.8. Undercarriage Maintenance
WARNING
Always use appropriate personal protective equipment (PPE) and proper
“Lock-out/Tag-out” procedures when working on this equipment.
3.8.1. Serial Number
All the undercarriages or side frames have a

drawing code and serial number located as
indicated on the identification plate.
These numbers must always be quoted when
asking for information or requesting parts.
IDENTIFICATION
PLATE
3.8.2. Handling Lubricants

When handling oil, grease or other chemical substances, always follow the safety rules applicable to
the products in use.
• Observe appropriate safety measures to prevent burns when the undercarriage has reached
operating temperature.
• Do not smoke in the presents of combustible liquids.
• Use caution in the presence of fire or combustion type heaters. Not only fuel but also other
commonly used substances may have a low flash point and easily ignite.
• Use lubricants must be disposed of properly to lessen environmental impact.
3.8.3. Lubricant Requirements
NOTICE
When using synthetic lubrication, use only oils with PAO base.
Do not mix together oils of different brands or characteristics.
Use only recommended products to ensure brake performances. Oil
temperature should not exceed 90oC (200oF) during operation.
In operating conditions from +10° to + 30°C (50° to 85°F), use the recommended lubricants that
meet the viscosity requirements for final drive lubrication. Observe the degree of viscosity marked
on the data plate that shows the viscosity necessary (SAE 80W/90 mineral and SAE 75W/90
synthetic) for these operating conditions.

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In extreme operating conditions for - 30° to + 50°C (25° to 120°F), it is recommended to use final
drive oils with an adequate viscosity or use 100% synthetic lubricant.
For lower operating conditions from -20° to + 30°C (-4° to 85°F), use an oil with a lower viscosity
(SAE 80W/90) and for higher temperatures from +10° to + 45°C (50° to 115°F), use an oil with a
higher viscosity (SAE 85W/140 mineral and SAE 75W/140 or SAE 80W/140 synthetic).
Contact your Sandvik Service Department for specific brand recommendation.
3.8.4. Undercarriage Handling and Transporting
DANGER
Do not stand in direct line to where the force is applied and do not allow persons
into areas where there are loads not adequately supported by mechanical means.
LIFT POINTS
For proper hoisting of the undercarriage, use a
bridge crane of adequate capacity in the points
indicated in the figure.
3.8.5. Repairs and Maintenance Recommendations

• When connecting the hydraulic lines for the parking brakes and the hydraulic motor, make
sure that no dirt or foreign bodies penetrate the final drive/motor assembly.
• Clean the final drive, motors and all components prior to servicing.
• Test the operation of all the components after repairs before returning to service.
• Visually inspect all the components for leaks or defects during service and repair.
• Lubricate all the lubrication points.

023501-002
3.8.6. Maintenance Intervals
COMPONENT INTERVAL INSPECTION TYPE OF MAINTENANCE
ENTIRE TRACK Daily Visual Amount of dirt in the undercarriage

UNDERCARRIAGE Overall condition of the undercarriage
components
Torque fasteners of the frame sections and
the undercarriage locking devices
Monthly Visual Torque fasteners of the frame sections and
the undercarriage locking devices. Torque
fasteners of the pads (point checks)
FINAL DRIVE Daily Visual Reduction unit seals and any hydraulic
couplings
Initial 50 hours Check Verify the torque on the bolts
Initial 150 hours Change‘ Gearbox oil
Every 150 hours Check Gearbox oil level, fill if necessary
Every 300 to 1000 Change Mineral Gearbox oil, replace more often
hours, 1 year max. under extreme conditions
Every 1000 to Change Synthetic Gearbox oil, replace more often
2000 hours, 1 under extreme conditions
year max.
Monthly Check Condition and wear of the sprocket
TRACK Daily Visual Overall condition of the springs and the

TENSIONING tensioning system
WHEELS Front guide wheel seal and tensioning
system
Weekly Track length retensioning (maximum
tensioning length reached)
Check Condition and wear of the front guide wheel
and sliding blocks
LOWER ROLLERS Daily Visual Check for seepage

Monthly Check Condition and wear of the track rollers
UPPER ROLLERS / Daily Visual Check for seepage

CHAIN GUIDE Monthly Check Condition and wear of the load-bearing
rollers
TRACK CHAINS Daily Visual Check for seepage (only on tracked

AND PADS undercarriages lubricated with grease or oil)
Track pre-tensioning – track bulging
Monthly Check Condition and wear on the sliding surfaces
of the track links, bushings (outside
diameter), and track elongation.
Condition and wear of the grousers
The recommended intervals may vary based on the frequency of use and the operating conditions.

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3.9. Appendix
3.9.1. Wear Limits
LINK - BUSHING - TRACK PADS
C - TRACK PAD
B
-B
U
SH
IN
A - LINK
G
LINK P/N PITCH A 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
BH00010623/ 203.2 116 144.8 113.6 112.4 111.2 110 108.8 107.6 106.4 105.8 104
BH00010624
BUSH P/N PITCH B 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
BH00010618 - 66.85 66.12 65.38 64.65 63.91 63.18 62.44 61.71 60.97 60.24 59.5
PAD P/N PITCH C 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
BG00954491 - 28.9 26 24.1 22.1 20.2 18.2 16.2 14.2 12.2 10.1 8
PIN AND BUSHING PITCH INCREASE
P/N PITCH A 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
BH00010618 203.2 12.8 814.4 816.1 817.9 819.8 821.8 823.9 826.2 828.5 831.2 833.9
TRACK ROLLER
P/N A 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
BH00010572 180 177.8 175.6 173.4 171.2 169 166.8 164.6 162.4 160.2 158

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IDLER
P/N PITCH A 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
BH00010573 - 22.5 23.6 24.6 25.7 26.7 27.8 28.8 29.9 30.9 32 33

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3.9.2. Torque Table, N-m (Newton-meters)

For standard bolt For expansion bolts
6.9 8.8 10.9 12.9 6.9 8.8 10.9 12.9
M4 2.4 2.9 4.1 4.9 M4 1.3 1.6 2.2 2.7
M5 5.0 6.0 8.5 10.0 M5 2.8 3.3 4.6 5.5
M6 8.5 10.0 14.0 17.0 M6 4.7 5.5 8.0 9.5
M8 21.0 25.0 35.0 41.0 M8 12.0 14.0 20.0 24.0
M10 41.0 49.0 69.0 83.0 M10 25.0 29.0 41.0 50.0
M12 72.0 86.0 120.0 145.0 M12 44.0 52.0 74.0 88.0
M14 115.0 135.0 190.0 230.0 M14 71.0 84.0 120.0 140.0
M16 180.0 210.0 295.0 355.0 M16 115.0 135.0 190.0 225.0
M18 245.0 290.0 405.0 485.0 M18 155.0 180.0 255.0 305.0
M20 345.0 410.0 580.0 690.0 M20 225.0 265.0 375.0 450.0
M22 465.0 550.0 780.0 930.0 M22 310.0 365.0 520.0 620.0
M24 600.0 710.0 1,000.0 1,200.0 M24 390.0 460.0 650.0 780.0
M27 890.0 1,050.0 1,500.0 1,800.0 M27 600.0 700.0 990.0 1,200.0
M30 1,200.0 1,450.0 2,000.0 2,400.0 M30 800.0 950.0 1,350.0 1,600.0
M36 2,480.0
For standard bolts with thin threading For expansion bolts with thin threading
6.9 8.8 10.9 12.9 6.9 8.8 10.9 12.9
M8x1 23.0 27.0 38.0 45.0 M8x1 14.0 17.0 23.0 28.0
M10x1.25 44.0 52.0 73.0 88.0 M10x1.25 27.0 33.0 46.0 55.0
M12x1.25 80.0 95.0 135.0 160.0 M12x1.25 52.0 61.0 86.0 105.0
M12x1.5 76.0 90.0 125.0 150.0 M12x1.5 48.0 57.0 80.0 96.0
M14x1.5 125.0 150.0 210.0 250.0 M14x1.5 81.0 96.0 135.0 160.0
M16x1.5 190.0 225.0 315.0 380.0 M16x1.5 125.0 150.0 210.0 255.0
M18x1.5 275.0 325.0 460.0 550.0 M18x1.5 190.0 225.0 315.0 380.0
M20x1.5 385.0 460.0 640.0 770.0 M20x1.5 265.0 315.0 445.0 530.0
M22x1.5 520.0 610.0 860.0 1,050.0 M22x1.5 365.0 430.0 610.0 730.0
M24x2 650.0 780.0 1,100.0 1,300.0 M24x2 450.0 530.0 750.0 900.0
M27x2 970.0 1,150.0 1,600.0 1,950.0 M27x2 670.0 790.0 1,100.0 1,350.0
M30x2 1,350.0 1,600.0 2,250.0 2,700.0 M30x2 950.0 1,150.0 1,600.0 1,900.0
M10x1 85.0 - 95.0 9/16” - 20 110.0 - 120.0
M12x1 145.0 - 160.0 1/2” - 20 165.0 - 185.0
M14x1.5 220.0 - 250.0 9/16” - 18 240.0 - 270.0
M16x1.5 340.0 - 380.0 5/8” - 1 8 330.0 - 370.0
M30x2 2,360.0 - 2,400.0 3/4” - 14 575.0 - 650.0
7/8” - 14 915.0 - 1,030.0
1“- 14 1,385.0 - 1,560.0

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3.9.3. Torque Table, ft-lbf (foot pounds force)
For standard bolts For expansion bolts
6.9 8.8 10.9 12.9 6.9 8.8 10.9 12.9
M4 1.8 2.1 3.0 3.6 M4 1.0 1.2 1.6 2.0
M5 3.7 4.4 6.3 7.4 M5 2.1 2.4 3.4 4.1
M6 6.3 7 10 13 M6 3.5 4.1 5.9 7.0
M8 15 18 26 30 M8 9 10 15 18
M10 30 36 51 61 M10 18 21 30 37
M12 53 63 89 107 M12 32 38 55 65
M14 85 100 140 170 M14 52 62 89 103
M16 133 155 218 262 M16 85 100 140 166
M18 181 214 299 358 M18 114 133 188 225
M20 254 302 428 509 M20 166 195 277 332
M22 343 406 575 686 M22 229 269 384 457
M24 443 524 738 885 M24 288 339 479 575
M27 656 774 1,106 1,328 M27 443 516 730 885
M30 885 1,069 1,475 1,770 M30 590 701 996 1,180
M36 2,480
6.9 8.8 10.9 12.9 6.9 8.8 10.9 12.9
M8x1 17.0 19.9 28.0 33.2 M8x1 10.3 12.5 17.0 20.7
M10x1.25 32.5 38.4 53.8 64.9 M10x1.25 19.9 24.3 33.9 40.6
M12x1.25 59.0 70.1 99.6 118.0 M12x1.25 38.4 45.0 63.4 77.4
M12x1.5 56 66 92 111 M12x1.5 35 42 59 71
M14x1.5 92 111 155 184 M14x1.5 60 71 100 118
M16x1.5 140 166 232 280 M16x1.5 92 111 155 188
M18x1.5 203 240 339 406 M18x1.5 140 166 232 280
M20x1.5 284 339 472 568 M20x1.5 195 232 328 391
M22x1.5 384 450 634 774 M22x1.5 269 317 450 538
M24x2 479 575 811 959 M24x2 332 391 553 664
M27x2 715 848 1,180 1,438 M27x2 494 583 811 996
M30x2 996 1,180 1,660 1,991 M30x2 701 848 1,180 1,401
M10x1 63 - 70 9/16” - 20 81 - 89
M12x1 107 - 118 1/2” - 20 122 - 136
M14x1.5 162 - 184 9/16” - 18 177 - 199
M16x1.5 251 - 280 5/8” - 1 8 243 - 273
M30x2 1741 - 1770 3/4” - 14 424 - 479
7/8” - 14 675 - 760
1“- 14 1022 - 1151

023501-002
3.9.4. Final Drive (Reducing Gear)
6
1
5
3
4
7
8
9
14
15
13
16
17
12
11
10
21
19
20
18
24
23
25
22
28
29
30
26
27
31

023501-002
3.9.5. Final Drive Parts List
Dwg. No. Qnt. Name Description

1 21 Screw UNI 5931 M12x35 -12.9
2 1 Disengagement Plug M85x1.5 *6
3 1 Washer 89.09x101.48x3.25 *6 #
4 2 Oil Breather Plug M22x1.5 *6 #
5 1 O-ring 3.53x329.79 *6 #
6 1 Cover Assembly
7 1 Sun Gear 1:4.25 z24m3.00 H198
8 1 1st Red. Assembly 1:4.25
9 1 2nd Red. Assembly 1:4.40
10 5 Circlip UNI 7435-60
11 5 Planetary Assembly 1:4.55
12 5 Spacer
13 1 Screw M10x20-8.8 UNI 5931
14 1 Back Stop
15 1 Nut M280x2.50
16 1 Housing Bearing
17 1 Lifetime Seal Inner Diameter 366.5 #
18 1 Hub
19 1 Brake Shaft
20 6 Sintered Disc #
21 5 Steel Disc #
22 1 Backup Ring 4.65x159.46 8-362 #
23 1 O-ring 158.12x5.33 PK 2-362 #
24 1 O-ring 5.33x186.87 PK 2-367 #
25 1 Backup Ring W 4.65x191.21 #
26 1 Brake Piston
27 12 Spring
28 1 Spring Retainer Plate
29 1 Circlip UNI 7437-190
30 1 O-ring 4.00x192
31 2 Screw UNI 5739 M20x45 - 8.8
* = Component included in the indicated assembly.

# = Recommend for stock
Multiplier (Ratio 1:30.7), Drawing No.

023501-002
3.9.6. Idler and Spring Group
5
4
9 8 6
1
7
10
Idler Parts List
Dwg. Qnt. Name

No.
1 1 Hydraulic Group
2 1 Idler wheel
3 1 Fork
4 1 Spring Group
5 1 Valve
6 4 Flat washer M14
7 4 Flat washer M16
8 4 Screw M14x60
9 4 Screw M18x85
10 4 Screw M16x18d

023501-002
3.9.7. Track Chain Parts List
Dwg. Qnt. Name

No.
1 44 Link, right hand
2 44 Link, left hand
3 1 Master Link, right hand
4 1 Master Link, left hand
5 44 Pin
6 1 Master Pin
7 44 Bushing
8 1 Master Bushing
9 88 Seal
10 2 Spacer
11 1 Small Pin
12 180 Track Bolt
13 180 Track Nut
14 45 Track Pad
6 5
2 8 7
4
1 10 3 9
13 11
14 12

023501-002
3.9.8. Final Drive Tools Drawings
Multiplier Tools - Drawing No. BG00954517

023501-002
Puller for Brake Circlip Remover Tool - Drawing No.BG00954513

023501-002
Raising Hook Tool - Drawing No. BG00954496

023501-002
Ring for Lifetime Seal - Drawing No. BG00954522

023501-002
6-23-97
AIR CONDITIONER 500 Hours or Quarterly

• All daily and monthly services.
(019148-000) • Check motor brushes and blow out motor.
• Replace pressurizer filter.
• Replace return air filter media.
PREVENTIVE MAINTENANCE
2000 Hours or Annually
Although the system has been designed for
NOTE !
industrial use, it still requires routine service. It
This is probably best scheduled immediately
will improve performance, reliability and life.
prior to the cooling season.
• All daily, monthly, and quarterly checks.
Two Weeks After Initial Start-Up Check the • Replace compressor drive belts.
Following: • Replace receiver.
• Compressor mount, drive, and bracket for
NOTE !
alignment, tightness, belt tension.
On 134a systems this is very important as the
• System for leaks.
synthetic oils absorb far more moisture than the
• Mounting bolts for tightness.
mineral oils used on R12 systems. Although
• Fastening bolts for tightness.
refrigerant hoses should be barrier type, they
• Any sign of malfunction.
still allow moisture to be absorbed into the sys-
• Motor brushes for signs of abnormal wear.
tem.
• Fans for tightness on shaft.
• Electrical connections for tightness.
These filters can best be changed by “pumping
• Hoses for signs of chafing or rubbing.
the system down”. With the engine idling, close
the valve in the liquid line between the con-
denser and receiver. Close the lid, and operate
Maintenance Schedule
on cool until the system cuts out on “Low Pres-
These are based on an “average” site condition sure” .7 bar (10 psi), and stays cut out. Open
and should be adjusted according to your envi- the condenser cover and close the valve in the
ronment. liquid line leading to the TX valve.
8 Hours or Daily The refrigerant between the two valves should

• Clean return air and pressurizer filters. be all vapor. The filters can then be removed,
• Check over system for signs of any abnor- replaced and the short section between the
mality. valves evacuated, and then pressure charged
with 134a.
250 Hours or Monthly
• All daily services. There should be no need to add more refriger-
• Leak check. ant, and filter replacement can be done is a
• Flush out drains. fraction of the time and cost if the whole charge
• Check seals. was lost.
• Flush out condenser area and coil.
• Check all connections. • Check motor commutator and brushes and
• Check compressor mount, drive and bracket repair, or replace, as required. Condenser
for alignment, tightness, belt tension. motors require particular attention as they
• Check hoses. are exposed, and if one fails it will cause
operational problems with other areas. In
most cases, it is cost effective to put 2 new
motors in at the start of each year. Motors
019148-000 SHEET 1 OF 3
6-23-97
can typically have one brush change, and Power is connected to the multi-pin connector
the second set of brushes will only last half and goes to the MODE switch, then the FAN
the time of the first. SPEED (wire 101) or the cooling cycle (wire
• Replace internal heater hoses. 108). Circuit breakers protect all motors, and
• Thoroughly flush out evaporator and con- these are located behind the return air filter.
denser coils and chambers.
• Check and replace cover seals if necessary. If the button is out, there is an over current prob-
• Check fan blades and replace if damaged. lem and it should be checked & repaired.
The clutch cycles on pressure switches through

TROUBLESHOOTING a relay.
Many of the problems can be diagnosed by Fault finding is a process of elimination.

tracking the power line throughout the system.
PROBLEM REMEDY
WILL NOT START Check supply to Mode Switch in return air plenum, wire 100.
Check ground.
Check circuit breakers.
FAN SPEED Check power to 102 on Low, 103 on Med., 104 on High.
Check center tapping makes contact with resistor. This may be adjusted to suit.
Check if it is cycling on high pressure or low pressure controls. Gauges will indicate which one.
If suction cuts down to .7 bar (10 psi); it is low side, if discharge gets to 24 bar(350 psi) it is high
side.
INTERMITTENT COOLING. Refrigerant charge, is there a full sightglass?

IF IT IS LOW PRESSURE Is there a blockage in the system? (e.g. - drier, TX valve) A blockage can sometime be identified
CUT OUT CHECK THE FOL- by a drop in temperature after the blockage.
LOWING: Are liquid line valves wide open?
Is return air filter blocked?
Is evaporator fan running? In right direction?
Is evaporator pressure regulator set correctly?
INTERMITTENT COOLING. Is condenser coil blocked? If so, clean it.

IF IT IS HIGH PRESSURE Are both fans running? In right direction?
CHECK THE FOLLOWING: Is system overcharged? Full sightglass even after recovering some refrigerant.
Are liquid lines valves open?
Is there a blockage in the liquid lines.
Is there air in the system? Has system been opened and not evacuated properly?
INSUFFICIENT COOLING Charge, is there a full sightglass?

Are condenser area and coil clean?
Is TX valve operation satisfactory?
Is thermostat calling for cooling?
Does compressor have good pressure differential between high and low side at normal speeds?
Discharge should be 12-17 bars (175-250 psi) and suction .7-1.7 bars (10-25 psi). .
019148-000 SHEET 2 OF 3
NOTE: 1R = 1 OHM
2R = 1 OHM
1CB - 6 CB = 8 AMP
MODE SWITCH FAN SPEED SWITCH

2
3 4
5 1 3
VENT
OFF
LOW
HEAT
2
OFF
COOL
1R
HIGH
MEDIUM
REHEAT
1 6
1CB
2R BN
1M EVAPORATOR BLOWER
2CB MOTOR R.H.
2M
EVAPORATOR BLOWER MOTOR L.H.
3CB
019148-000 SHEET 3 OF 3
FRESH AIR BLOWER MOTOR 3M
4CB
CONDENSER FAN MOTOR #1
4M
5CB
CONDENSER FAN MOTOR #2
5M
1PS 2PS CLUTCH RELAY 1CR

6CB
TO COMPRESSOR CLUTCH
1CR
6-23-97
6-23-97
019148-000 SHEET 4 OF 3
11-08-07
DRIVESHAFT
(001022-000)
GENERAL
The following procedures are for driveshafts
manufactured by Spicer as the 1550 series.
The following topics are discussed; safety,
inspection, lubrication, and problem analysis.
SAFETY PRECAUTIONS
3. Check the slip spline for excessive radial
movement. Radial looseness between the slip
yoke and the tube shaft should not exceed .17
! WARNING mm (.007 inch).
Rotating driveshafts can be dangerous. You

can snag clothes, skin, hair, hands, etc.
This can cause serious injury or death.
Do not work on driveshaft (with or without a

guard) when machinery is operating.
If driveshaft is still exposed after installa-

tion, install a guard.
4. Check the shaft for damaged, bent tubing

GENERAL INSPECTION or missing balance weights. Make certain there
is no build up of foreign material on the shaft. If
found, foreign material should be removed care-
1. Check the mounting hardware torque of fully to avoid damage to the driveshaft.
companion flanges on both ends of the shaft.
2. Check for excessive wear across the ends NOTICE

of the bearing assemblies and trunnions. This Do not try to take runout readings from a
looseness should not exceed .15 mm (.006 rotating driveshaft under power!
inch) maximum.
5. If runout readings should be taken with
the driveshaft mounted such that it will rotate by
hand.
001022-000 SHEET 1 OF 4
11-08-07
ent from regular lube fittings and require a nee-

dle nose attachment for the grease gun.
.50 mm (.020 inch)
3. Don’t overlook slip yoke lubrication.
4. Use correct lube technique. New Lube

Must Flow From All Four Bearing Seals.
.25 mm (.010 inch)
5. Use correct lubricant. It should be a rec-
.12 mm (.005 inch)
ommended type, such as N.L.G.I. Grade 1 or 2
T.I.R. (Total Indicator Readings)
with E.P. additives and high temperature resis-
tance.
The runout readings taken at the various loca-
tions should not exceed an additional .25 mm 6. New U-joints must be lubricated when
(0.010 inch) T.I.R. (Total Indicator Reading) assembled into the driveshaft yokes.
over the manufacturer’s specified runout.
7. Observe recommended lubrication cycle.
FIELD PROBLEM ANALYSIS Generally, a lubrication problem is one of two

types--brinelling or end galling. The grooves
made by the needle roller bearings on the trun-
U-joint problems, as a rule, are of a progressive nion of the cross are known as brinelling.
nature. They generally accelerate rapidly and Brinelling can also be caused by too much
result in ruined components. torque for the capacity or the U-joint used. End
galling is a displacement of metal at the end of
Some recognizable signs of U-joint deterioration the trunnion and can also be related to angular-
are: ity problems. Both of these problems can be
caused by lack of lubrication.
1. Vibration
2. U-joint looseness Problems which are not a result of lubrication
3. U-joint discoloration due to excessive heat are associated with the installation, angles and
build-up speed of the driveshaft. Fractured parts caused
4. Inability to purge all four trunnion seals by torque, fatigue and bending are associated
5. An audible noise or squeal from the drive- with overload, excessively high u-joint angles
line and driveshaft lengths exceeding critical speed
limitations.
Lubrication-Related Problems
Vibration Related Problems
The most common reasons for U-joint wear are
lack of lubrication, inadequate lube quality, inad- Vibration is a driveshaft problem that can be
equate initial lubrication or failure to lubricate either transverse or torsional.
properly and often enough. To avoid lubrica-
tion-related problems: Transverse vibration is the result of unbalance
acting on the supporting shafts as the driveshaft
1. Lube all fittings including those that are rotates. When a part having an out-of-balance,
often overlooked, out-of-sight, dirt-covered or or heavy side, is rotated an unbalanced force is
difficult to reach. created that increases with the square of the
speed. The faster the shaft turns, the greater
2. Know how some lube fittings appear differ- the unbalanced force acting on the shaft.
001022-000 SHEET 2 OF 4
11-08-07
vibration is difficult to identify but certain charac-

teristics do exist. It causes a noticeable sound
disturbance and can occasionally transmit
mechanical shaking.
Torsional vibrations can exist at one or more

periods any place in the operating range and
tend to be more severe at lower speeds.
Changes in torque load usually effect the vibra-
TRANSVERSE VIBRATION tion. The nonuniform velocity obtained when a
u-joint operates at an angle produces torsional
vibration. In a driveline having two or more
The force produced by this out-of-balance con-
joints in series, it is desirable to have the individ-
dition tends to bend the supporting members.
ual joint angles arranged such that the net result
As the members have a natural frequency of
minimizes nonuniform velocity characteristics
vibration similar to a swinging pendulum, a vio-
over the system. The amount of torsional excita-
lent vibration may exist at certain periods when
tion which can be accepted without causing
the speed of rotation and the natural frequency
excessive disturbance depends upon operating
of supports coincide.
speed and characteristics of supporting struc-
tures and other units in the driveline and drive-
Each end of the shaft must be balanced individ-
train system. Other vibrational problems in a
ually as each support is responsive to an out-of-
driveshaft could be caused by worn or damaged
balance condition in the portion of the shaft it
U-joints. These joints must be constantly main-
supports. Out-of-balance affects operating con-
tained according to Spicer lubrication specifica-
ditions only when rotating.
tions.
Transverse vibration caused by a driveshaft
out-of-balance will usually emit sound waves Repair
that you can hear and mechanical shaking that
you can feel. The force from out-of-balance
The repair of universal shafts should be carried
increases with speed, not torque load.
out by our universal driveshaft service experts.
Here the overhaul is done by using genuine
Torsional vibration, although similar in effect to
parts. The repair of universal shafts in the user’s
transverse vibration, is an entirely different
own workshop should be undertaken for emer-
motion. The transverse vibration is a bending
gency only and can be done for equipment only
movement, whereas torsional vibration is a
where the working speed does not exceed 300
twisting motion.
rpm. Above 300 rpm the universal shafts must
be balanced. Contact your local Spicer Distribu-
tor for Quality Repair Service.
LUBRICATION PROCEDURE
Relubrication cycles vary depending on the

application and operating conditions. To obtain
maximum life of driveshaft components, lubri-
TORSIONAL VIBRATION
cate points A and B according to the mainte-
The energy to produce torsional vibration can
nance schedule included in the rig ‘Lubrication
occur from the power impulses of the engine or
and Maintenance Guide’ or the ‘Operation,
from improper U-joint angles. This type of
Maintenance and Lubrication Manual’.
001022-000 SHEET 3 OF 4
11-08-07
1. Apply grease gun pressure to the lube fit-

ting until lubricant appears at the pressure relief
hole in the plug at the slip yoke end of the
spline.
2. Now cover the pressure relief hole with

your finger and continue to apply pressure until
grease appears at the slip yoke seal.
1. Use the proper lubricant to purge all four

seals of each U-joint. This flushes abrasive
contaminants from each bearing assembly and
assures all four are filled. Pop the seals. Spicer
seals are made to be popped.
2. On center twin zerk design or single zerk

kits, if any seals fail to purge, move the drive-
shaft from side to side and then apply gun pres-
sure. This allows greater clearance on the
thrust end of the bearing assembly that is not
purging. On two-zerk kits, try greasing from the NOTICE
opposite lube fitting. Check for a fully seated In cold temperatures be sure to operate your
snap ring or burrs on the snap ring or snap ring machine immediately after lubricating. This
groove. activates the slip spline and removes the
excessive lubricant. Failure to do so could
3. Because of the superior sealing capability cause the excess lubricant to stiffen in the
of the seal design there will occasionally be one cold weather and force the plug out. The
or more bearing assembly seals that will not end of the spline would then be open to col-
purge. lect contaminants and cause the spline to
wear and/or seize.
Release seal tension by loosening the bolts
holding the bearing assembly that doesn’t
purge. It may be necessary to loosen the bear-
!! WARNING
ing assembly approximately 1.5 mm (.06 inch) Personal injury or death may result from
minimum. If loosening it does not cause purg- loss of driveshaft function. If in doubt as to
ing, remove the bearing assembly to determine how many times bolts have been removed,
cause of blockage. replace with new bolts.
Lubrication for Slip Splines
The lubricant used for U-joints is satisfactory for

slip splines. Glidecote and steel splines both
use a good E.P. grease meeting N.L.G.I. Grade
2 specifications.
Relube splines at the intervals recommended

for U-joints.
001022-000 SHEET 4 OF 4
5-8-96
AIR CLEANERS - ENGINE guide to air cleaner maintenance.
and COMPRESSOR Primary Element

1. Loosen the wing nut and gently slide the pri-
(006307-000) mary element out of the air cleaner assembly.
2. Inspect the service indicator for the safety

element. Remove and replace the element if
VACUATOR VALVE INSPECTION the indicator is in the red zone.
Vacuator valves should be inspected very 8 3. Inspect the inside of the filter housing and if
hours of machine service. Check to see that the cleaning is required remove the safety element.
valve is not inverted, damaged or plugged. Be careful not to allow dust to enter the intake
Replace as needed. duct.
4. If the filter is dented or bunched it must be

replaced. Never rap or hit the element to
SAFETY remove dirt. The primary element can be
ELEMENT
cleaned with compressed air, pressurized water
or washed with detergent. If cleaning the pri-
PRIMARY
ELEMENT mary element with proceed as follows:
COMPRESSED AIR
! WARNING
SERVICE
INDICATOR/NUT
Always use a face shield and protective
VACUATOR
VALVE clothing when using compressed air.
Failure to do so can cause eye damage or
blindness.
CHANGING ELEMENTS
NOTICE
Using compressed air above 30 psi (205
kPa) can damage the filter element.
General
A. Blow air ALONG (not across) the pleats
Proper air cleaner servicing will result in maxi- inside and outside of the element as shown.
mum protection against dust. Proper servicing
can also save time and money by increasing fil-
ter life and dust cleaning efficiency. Two of the
most common servicing problems are: Over
Servicing and Improper Servicing. Replace or
clean elements only when the restriction indica-
tor on the filter or the warning light on the instru-
ment panel indicate to do so. Don’t be fooled by
filter appearance, the filter should look dirty. COMPRESSED AIR
Careless servicing procedures can cause con-
tamination. Use the following procedures as a
006307-000 SHEET 1 OF 2
5-8-96
B. After cleaning, inspect the element with a

light bulb as shown. Replace the element if INSPECTION
necessary.
PRESSURIZED WATER
NOTICE
Using compressed water above 40 psi (with-
out nozzle) (280 kPa) can damage the filter
element.
A. Direct water ALONG (not across) the pleats 5. Before installing the cleaned or new ele-
inside and outside the element. ment press the element gasket to ensure that it
B. Air dry the element Do Not dry with a light has not gotten brittle.
bulb.
C. After drying, inspect the element with a light 6. Slide the primary element over the safety
bulb as shown. Replace the element if neces- element and tighten the wingnut.
sary.
7. Inspect all air cleaner and air duct connec-
tions for leakage before starting the engine.
Safety Element
The safety element should be replaced every

third time the primary element is cleaned or
PRESSURIZED WATER replaced or as indicated by the service indicator
in the safety filter hold down nut as shown.
WASHING WITH DETERGENT
1. Remove the primary element as described
A. Remove excess dust with compressed air
earlier.
or water as described earlier.
B. Wash the element in warm water with a
2. Remove the split pin and nut that hold the
non-sudsing household detergent or Donaldson
safety element in place.
D-1400 Washing Compound.
C. Rise the element with clean water from both
3. Remove and discard the safety element.
sides if necessary.
The safety element should not be cleaned.
D. Let dry in warm circulating air of less than
160°F (71°C).
4. Clean the inside of the filter housing espe-
E. After drying, inspect the element with a light
cially around the areas of the element sealing
bulb as shown. Replace the element if neces-
surfaces.
sary.
5 Install a new safety element.
6. Install the primary element.
006307-000 SHEET 2 OF 2
5-6-98
AIR CLEANERS - ENGINE filter appearance, the filter should look dirty.
Careless servicing procedures can cause con-
and COMPRESSOR tamination.
(021237-000)
Changing Elements
GENERAL
Proper air cleaner servicing will result in maxi-
mum protection against dust. Proper servicing Primary Element
can also save time and money by increasing fil-
ter life and dust cleaning efficiency. Two of the 1. Unlatch the filter cover and remove the
most common servicing problems are: Over cover and gasket.
Servicing and Improper Servicing. Replace or
clean elements only when the restriction indica- 2. Loosen the wing nut and gently slide the pri-
tor on the filter or the warning light on the instru- mary element out of the housing.
ment panel indicate to do so. Don’t be fooled by
COVER
LATCHES
SAFETY
ELEMENT
21237s1 SPLIT PIN
PRIMARY
ELEMENT
SERVICE
INDICATOR/NUT
BODY & TUBE

ASSEMBLY GASKET
COVER
GASKET
CUP CLAMP
DUST CUP
3. Inspect the service indicator/nut for the safety element. Remove and replace the ele-
021237-000 SHEET 1 OF 2
5-6-98
ment if the indicator is in the red zone. Inspect Dust Cup
4. Inspect the inside of the filter housing and if The dust cup at the base of each air cleaner
cleaning is required remove the safety element. should be removed and emptied. Turn the
Be careful not to allow dust to enter the intake thumb screw and loosen the cup clamp.When
duct. installing the cup, be sure the cup is fully sealed
by the gasket.
5. If the element is dented or bunched it must
be replaced. Never rap or hit the element to
remove dirt.
Safety Element
The safety element should be replaced every

third time the primary element is replaced or as
indicated by the service indicator in the safety
filter hold down nut as shown.
1. Remove the primary element as described

earlier.
2. Remove the split pin and nut that hold the

safety element in place.
3. Remove and discard the safety element.

The safety element should not be cleaned.
4. Clean the inside of the filter housing espe-

cially around the areas of the element sealing
surfaces.
5. Install a new safety element.
6. Install the primary element.
Body & Tube Assembly
Remove the dust cup and check the tubes. If

the tubes have become plugged, remove the
dust with a bottlebrush. If heavy plugging is evi-
dent, clean the tubes with compressed air (the
primary and secondary filters must be installed),
or with water no hotter than 72°C (160°F). Do
not steam clean!
021237-000 SHEET 2 OF 2
ENGINE AND COMPRESSOR • 950 HP (708.4 kw) @ 1800 RPM
SPECIFICATIONS • 1200 HP (896 kw) @ 1800 RPM
Compressor ratings are based on volumes of

air discharged or SCFM standard cubic feet per
GENERAL
minute. There are many compressors available
for various drilling conditions.
Sandvik Mining, together with
Caterpillar and Cummins engine manufac-
The main concept of the compressor system is
tures, offer our customers E series, EUI or
to flush drill cuttings away from the rotary type
HEUI and QSK, CELECT series model engines
roller, drag or claw drill bit.
to direct drive compressors (often referred to as
the air end).
Common compressor volumes CFM and maxi-
mum pressure ratings PSI available for diesel
We have partnered with Sullair Corporation to
powered equipment:
offer a single stage low pressure rotary screw-
compressor package. • 750 CFM / 100 PSI (21.2 m³ / 6.9 bar)
• 900 CFM / 100 PSI (25.5 m³ / 6.9 bar)

DESCRIPTION
• 1050 CFM / 100 PSI (29.7 m³ / 6.9 bar)
Engine horsepower is used to drive the com-
bined volume and pressure from a single stage • 1300 CFM / 100 PSI (36.8 m³ / 6.9 bar)
low pressure air comprssor.
• 1600 CFM / 100 PSI (45.3 m³ / 6.9 bar)
Engine horsepower requirements are greater
when driving a 2600 cfm air compressor verses • 2000 CFM / 80 PSI (56.6 m³ / 5.5 bar)
the 750 cfm air compressor.
• 2600 CFM / 80 PSI (73.6 m³ / 5.5 bar)
Common engine horsepower (HP) at engine
• 3000 CFM / 80 PSI (85 m³ / 5.5 bar)
high idle speeds is based on (RPM). The speed
rating given is engine loaded high idle speed.
Electric motor applications are based on AC
6600 volts, 3 phase 50 or 60 Hz.
The actual ‘TEL’ Top Engine Limit calibration
will be slightly higher than 1800. Up to 900 HP @ 1500 RPM - 50 Hz
• 450 HP (336kw) @ 1800 RPM Up to 1000 HP @ 1800 RPM - 60 Hz
• 500 HP (373 kw) @ 1800 RPM
Common compressor volumes CFM and maxi-
• 521 HP (389 kw) @ 1800 RPM mum pressure ratings PSI available for electric
drive equipment:
• 555 HP (414 kw) @ 1800 RPM
• 2829 CFM / 80 PSI (80 m³ / 5.5 bar)
• 630 HP (470 kw) @ 1800 RPM
• 3335 CFM / 80 PSI (94.4 m³ / 5.5 bar)
• 650 HP (485 kw) @ 1800 RPM
• 755 HP (563 kw) @ 1800 RPM
• 800 HP (597 kw) @ 1800 RPM

Engine and Compressor Specifications Page 3
Engine and compressor packages are compati-
ble for specific drilling applications. Climactic
conditions and operating conditions such as
altitude, are factors in selecting the proper
power group components to fit the overall drill-
ing needs.
When selecting a compressor size and drilling

tools, use the following altitude correction chart
as shown.
ALTITUDE ALTITUDE CORRECTION

FEET METERS FACTOR
4000 1200 .86
5000 1500 .82
6000 1800 .79
7000 2100 .76
8000 2400 .73
9000 2700 .70
10000 3000 .68
11000 3400 .65
12000 3700 .63
13000 4000 .60
14000 4300 .58
Use the altitude correction table;
• For drilling applications above 4000 feet

(1200 meters).
• When determining actual compressor output

or standard cubic feet per minute (SCFM).
• In selecting the correct drill pipe and drill bit

dimensions for adequate up hole velocity.
Example:
900 CFM (25.5 m³) @ 5000 feet (1500 meters).

compressor output = 900 x.82 = 738 SCFM
1600 CFM (45.3 m³) @ 8000 feet (2400

meters).
compressor output = 1600 x.73 = 1168 SCFM
Page 4
COMPRESSOR SYSTEMS SPECIFICATIONS (LP)
GENERAL
Low pressure compressor systems specifications are general. The main components listed are
designed purchased parts that fit Sandvik Mining blasthole drill machines. The LP
drilling concepts are rotary methods, using roller type drill bits.
COMPONENT SPECIFICATION
COMPRESSOR OIL THERMOSTATS EXTEND TO CLOSE @ 184° F(84° C) - SULLAIR

EXTEND TO CLOSE @ 170° F (76.6° C) - GD
OIL COOLER BYPASS VALVES 2 @ 50 PSI (3.5 BAR) - SULLAIR

1 @ 30 PSI (2.1 BAR) - GD
AIR RECIEVER SAFETY RELIEF VALVE 1 @ 140 PSI (9.7 BAR)
MINIMUM PRESSURE VALVE 1 @ 50 PSI (3.5 BAR) OR

1 @ 60 PSI (4 BAR)
UNLOAD PRESSURE 80 PSI (5.5 BAR) OR

100 PSI (6.9 BAR)
SEPERATOR DIFFERENTIAL INDICATOR (CSP) 1 @ 10 PSI (.70 BAR)
MAIN OIL FILTER BYPASS VALVE (CFP2) 25 PSI (1.7 BAR) or

35 PSI (2.4 BAR)
AIR CLEANER FILTER INDICATOR (CFP1) 1 @ 25 INCHES WATER
AIR/OIL TEMPERATURE SWITCH (CAT) 230° F (110° C) COMPRESSOR AIR TEMP

COMPRESSOR PRESSURE SWITCH (COP) 35 PSI (2.5 BAR) COMPRESSOR OIL PRESSURE
D90KS APPLICATION (COP) 15 PSI (1 BAR) COMPRESSOR OIL PRESSURE
Y2000 FACTORY FILL COMPRESSOR OIL SHELL CORENA AW32 / CORENA POA
Specifications listed are consistent on all of our low pressure model machines. Minor changes have
taken place for component longevity and to improve operation for the drilling cycle.
Electrical switches on the compressor system are abbreviated descriptions (COP) or (CAT) noted
on the machine specific electrical system schematic.
FEATURES AND CUSTOMER PREFERRED OPTIONS ADDED ON FROM THE AIR SYSTEM
FEATURE/OPTION SPECIFICATION
HYDRAULIC TANK PRESSURIZATION 5 PSI (.3 BAR) RELIEF @ 12 PSI (.8 BAR)
DRY DUST COLLECTION AIR REGULATION 50 PSI (3.5 BAR) RELIEF @ 90 PSI (6.2 BAR)
BIT LUBRICATOR TANK REGULATION 60 PSI (4 BAR)
AIR BLOWDOWN REGULATION 30 PSI (2 BAR)
AUTOMATIC THREAD LUBE REGULATION 80 - 100 PSI (5.5 - 6.8 BAR)
AUTOMATIC GREASE SYSTEM REGULATION 60 - 100 PSI (4 - 6.8 BAR)
CHAIN LUBRICATION SYSTEM REGULATION 60 - 80 PSI (4 - 5.5 BAR)

LOW PRESSURE
COMPRESSOR POWER drive coupling installation
GROUP COMPONENTS
GENERAL
This section will describe the engine, drive cou-

pling and single stage compressor mounting,
and the importance of proper engine speeds.
TAPERLOC
BUSHING
DESCRIPTION
The engine and compressor driven compo-

nents are purchased parts installed to Sandvik
Mining and Construction specifications. The compressor shaft and drive coupling
should rotate free after final component installa-
Compressors are direct drive to the customer tion.
selected engine by means of aluminum drive
ring mounted on the engine flywheel and vulca-
nized rubber coupling. A taperloc bushing
CAUTION
Using a hammer on or applying high forces
secures the coupling to the compressor shaft.
on the input shaft when installing the cou-
pling can damge the bearings.
It is a recommended practice to add 5 gallons

(20 liters) clean compressor oil into the open
compressor inlet prior to starting a new or
remanufactured air end unit.
The compressor inlet porting will have a butter-

fly plate inlet control valve or a single or dual
poppet inlet control valve(s) using gaskets as
BOLT TORQUE seals between the components.
75 - 85 FT LB
(102 - 115 Nm)
LOCTITE 242 NOTE!
Butterfly inlet control valves are late model
applications currently replaced with single pop-
pet3 valves.
Replace drive components as one unit. They Single poppet inlet control valves are current
are a installation kit for a replacement air end. applications available on all Sullair application
3
air ends.
Refer to service material 008674-000 taperlock
bushing installation procedure for any new air Dual poppet inlet control valves are specific to
end - compressor installation. the 90 series machines, available on 2600 CFM
(73.6 m 3 ) and larger air systems.
Power Group Components Page 7

LATE MODEL
BUTTERFLY poppet inlet
INLET VALVE control
butterfly inlet
control
SINGLE POPPET
INLET VALVE
When mounting the inlet control valve, align- ENGINE SPEED

ment and free acting butterfly plate movement
are requirements for correct acting air pressure Maintaining the correct engine high and low idle
build-up, (load and unload modes) of operation. speeds are essential for the compressor, the
drive coupling, machine frame cross members,
Properly maintain all intake pipe and hump and related equipment longevity.
hose connections. Replace worn and weath-
ered rubber seals as needed. A minimum engine low idle speed of 1200
RPM is essential to maintain drive coupling
When removing and installing a compressor wear and minimizing machine vibrations.
with warranty consideration it is necessary to:
• Locate Equipment Serial Numbers ENGINE SPEED METER (ESM)
• Maintain Cleanliness During Component

Removal and Return Process
• Follow System Cleaning Procedures
• Replace Worn Components As Needed
• Record Appropriate Documentation For

Return To Vendor, Startup Papers Provided
With Replacement Air End
• Specify Oil Type
• Follow Common Mechanical Procedures

During Compressor Installation, Some Of
Which Are Stated Herein Engine high idle speed settings will vary from
machine model. The engine high idle speed is
required to deliver the expected compressor air
delivery spec (SCFM).
Page 8
LP COMPRESSOR HOSING CIRCUITS
BUTTERFLY INLET VALVE
lp hose system2
OPTIONAL
BEARING OIL
FILTER
SHOWN
TO HYDRAULIC
TANK WORKING AIR
PRESSURE
RECEIVER AIR
PRESSURE
NOTE!
Although there are many variations in components between product models and generations, the
concepts remain the same.

POPPET INLET VALVE
WORKING AIR PRESSURE
RECEIVER AIR PRESSURE
lp hose system
017503-002
BLOWDOWN
VALVE
The final blowdown valve may be pilot con-

trolled or electric controlled as shown.
Page 10
DUAL POPPET INLET VALVES
DRY AIR SYSTEM

COMPONENTS
lp hose system3
THERMAL MANIFOLD
THERMAL SENSOR
A dual poppet inlet control system feature is The application is 2400 cfm and greater sized
standard equipment for the D90KS series Sullair single stage low pressure compressor
machines. systems. Pressure ratings do not exceed 80 psi
(5.5 bar).
This package is a two reservoir air system. The
verticle section is the air sump with separator
elements.
OPERATOR STATION The engine tachometer shall register 1800 or
2100 for a high idle speed.
Pressure gauges on drill operator stations
enable a visual reference to drilling functions. During the drilling mode the engine typically
Receiver air pressure and working air pressure operates moderately between 185° and 200° F
have different pressure readings. (85 to 93° C). Compressor oil temperatures
operate between 185 at 195° F (85 to 90.5° C).
Receiver air pressure shall not be less than 60
psi (4 bar) or 50 psi (3.5 bar) during a drilling Compressor temperatures should be operated
mode. Receiver air pressure shall be regulated at a minimum of 100° F (37.7° C) above the
for maximum air pressure, no more than 100 ambient air temperature.
psi (6.9 bar) for butterfly and single poppet inlet
control valves and 80 psi (5.5 bar) for dual pop- Note!
pet inlet control valves. It may be necessary to 1) adjust the hydraulic
cooling fan speeds and or 2) cover oil coolers
Working air pressure is dependant upon and radiator during extreme cold weather con-
ditions to enable adequate fluid flow through
• ground conditions the specific heat exchangers.
• drill bit orifices or nozzle sizes
• drilling with dry air or water injection
• annular area for adequate cutting removal
• hole depth
• drill cuttings specific gravity.
operator station gauge panel
When applicable maintain greater than 35 psi

(2.4 bar) and less than 70 psi (4.8 bar) working
air pressure on the operator panel gauge.
Page 12
90 SERIES POWER The fuel system for the 3500 series engine is
governed by a fuel solenoid and a 2301A speed
PACKAGES control panel.
Engine Idle Speeds

GENERAL
Low engine idle speed is calibrated for 1200
Models D90KS and 1190 series machines use rpm. The 2301A speed control ramp rate allows
diesel or electric power packages. The ‘90 idle duration between low idle speed of 1200
series’ equipment drive power may be taylor rpm through to the high idle speed calibration of
made according to customer needs and geo- 1850 rpm.
graphic conditions.
DESCRIPTION
Our ‘90 series’ machines are available with Cat-

erpillar 3500 series, C32 diesel engines or ABB
electric motor powered units. 014099 SERIES
COMPRESSOR
DRIVE COUPLING
MODEL DIESEL ELECTRIC
D90KS 3508/3512/C32
D90KSP 3508/3512
1190D 3508/3512
1190DSP 3508/3512
1190E X
1190ESP X
Component locations are subject to change SMS TB

GOV MCB
without notice according to engineering specifi- ACB ESPB
cations through the product line. (EJB)
The following pages show generic component

locations for both diesel and electric power drill Critical engine performance indicators are mon-
machines manufactured at our Alachua facility itored through our optional DMS drill monitor
in Florida - USA. system panel. Pressure and temperature
switches are common Caterpillar replacement
type units available through local dealer sup-
3500 SERIES ENGINES port.
Engine packages are typically specified depen- Switches ECF (engine coolant flow pressure),
dent on altitude and climactic conditions. ECT (engine coolant temperature) and EOP
(engine oil pressure) are wired to the DMS
Follow all engine operating and maintenance monitor panel.
procedures according to the engine manufac-
ture specifications.

Refer to Caterpillar service manual SENR4676
for 2301A Speed Control Operation, Adjusting
MONITOR SWITCH And Troubleshooting.
SWITCH RATING
CONTACT ACRENEM
M15 EOP 35 PSI The following table may be used for field diag-
M16 ECT 225° F
nostic of the 2301A speed control.
M17 ECF 5 PSI
COMPONENT EXPECTED
Terminal 21 on the DMS panel enables 24 vdc ACRENEM
TEST TERMINAL
READINGS
power to the machines FSR fuel solenoid relay
GOV T2+ / T1- 24 -35 VDC
as long as the DMS monitor level 3 shutdown
switches listed above are sensing correct tem- HMS T7 / T8 200 OHMS
perature or pressures. When terminal 21 looses AC VOLTS
power the engine will not run. ACT T9+ / T10- 0 - 6 VDC
IRS T2 / T5 OPEN LO IDLE

Refer to the electrical option section of this CLOSED HI IDLE
manual for details and troubleshooting of the
DMS circuits.
The 2301A control box is to control the engine
speed. The system measures engine speed
A sealed junction box near the engine front # 1
constantly and makes necessary corrections to
cylinder end will house the 2301A speed control
the fuel setting through an actuator connected
panel and engine starter magnetic switches.
to the fuel system.
When the engine junction box is opened the
Shielded wires are shown connected to the
2301A Woodward speed control is mounted to
speed control terminals.
the junction box door.
• ACT - Engine Mounted Actuator
• FRS - Fuel Solenoid Relay*
• G - Ground*
• HMS - Hourmeter Sender

• IRS - Idle Run Switch*
* Sandvik Part
The engine speed is detected by the HMS mag-

netic pickup. As the teeth of the flywheel ring
gear go through the magnetic lines of force
around the pickup, an AC voltage is made.
NOTE!
The HMS hourmeter sender pickup clearance
at the flywheel ring gear tooth should be.022
IRS HMS ACT
G FSR to.033 inch (0.56 to 0.85 mm).
For field installations the gap should be set

while the engine is stopped. Turn the pickup in
until the magnet is against a gear tooth. Turn
Page 14
the pickup out 1/2 turn + 30° and tighten the 2301A Speed Control Initial Adjustments
locknut to 50 ft lb (67.8 Nm).
Initial calibration for new speed control modules
When engine speed increases; the AC signal will require the following procedures taken from
from the HMS hourmeter sender to the speed SENR4676 manual.
control is converted to a DC output signal to the
actuator and the engine speed decreases. 1. Set the rated speed potentiometer to mini-
mum setting (ccw)
When engine speed decreases; the AC signal 2. Set the external speed trim if used to mid
from the HMS hourmeter sender to the speed position
control is converted to a DC output signal to the
actuator and the engine speed increases. 3. Set reset trim to mid position
The actuator is connected on the engine to the 4. Set gain trim to mid position
fuel system by linkage. It changes the electrical
5. Set ramp time to minimum (ccw)
input from the control box to mechanical output
that changes the engine fuel setting. 6. Set low idle speed to maximum (cw)
The rated and low idle speeds are set with 7. Set droop trim if used to minimum (ccw)
speed setting potentiometers.
8. Set actuator compensation potentiometer at
A. set low idle speed for 1200 RPM. 2 on the 0 to 10 scale for diesel engines
B. set high idle speed for 1850 RPM no load. 9. Set fuel limit to maximum (cw)
The ramp time potentiometer controls the

amount of time it takes the engine to go from Climactic operating conditions such as high alti-
low idle to rated speed. Expected ramp up time tude may render additional adjustments.
should be 500 rpm per second.
Adjustments to the 2301A speed control and
The start fuel limit potentiometer is used to con- the engine fuel system should only be per-
trol the amount of fuel to the engine during star- formed by a qualified fuel and electrical techni-
tup. It can be adjusted to make the engine start cian.
easier. The fuel limiting function is turned off
automatically when the speed control takes Contact the local Caterpillar dealer for a gener-
over. ator technician.
The speed fail safe circuit will stop all voltage

output to the actuator if the magnetic pickup COMPRESSOR DRIVE COUPLING
signal becomes less than 1 VDC or 100 CPM.
The engine will not start if the magnetic pickup Engine
signal has a failure.
The 3500 series engines are frame mounted
NOTE! with bolts. During routine maintenance intervals
Magnetic pickup failure or slow engine cranking check the front and rear motor mounts.
will cause the actuator to move to the FUEL • Flywheel end bolts 650 - 710 ft lb.
OFF position. (881 - 962 Nm)
• Pulley end bolts 270 - 292 ft lb.

(366 - 396 Nm)

• Center bolt 650 - 710 ft lb. (881 -962 Nm)
COMPANION FLANGE
The 14099 series drive coupling assembly COMPRESSOR SHAFT MOUNTING
requires proper assembly, alignment and final
bolt torque values. 5.25 INCH
13.3 CM
LOCTITE ALL
CAPSCREWS
The left to right drive shaft radial alignment is

essential for balance and component longevity.
Misalignment will cause premature wear,
machine vibration and component failures.
The front to rear drive shaft axial alignment is
designed to be off center. Shaft alignment
should be + 3° not to exceed a maximum angle
of 30°.
Compressor mounting is rubber grommet shock

• Drive ring to flywheel 153 -166 ft lb. mounted with flat washer plates and through
(207 - 225 Nm) bolts.
NOTE! • Mounting pad bolt torque 153 -166 ft lb.

All mounting hardware should be secured with (207 - 225 Nm) with secured jam nut.
loctite 242 thread lock compound.
• Housing cover 72 - 80 ft lb.

(98 - 108 Nm)
• Housing to drive ring 72 - 80 ft lb.

(98 - 108 Nm)
A companion flange and keyway are positioned SHAFT

CENTERLINE
on the compressor shaft. A 5.25 inch (13.3 cm)
measurement is expected between the com-
pressor housing and the companion flange end
flat surface.
3500 SERIES ENGINE 32 SERIES COMPRESSOR
When the engine or compressor are removed

or reinstalled in the field it is advisable to use a
dial indicator at the compressor shaft to deter-
mine true tolerance for shaft and drive coupling
alignment.
Correct left and right side alignment prior to

completing the final mounting hardware torque.
Page 16
LOW PRESSURE This section will describe oil circulation through
these components.
COMPRESSOR OIL
As of January 2000 the factory fill compressor
LUBRICATION oil is synthetic, Shell Corena AW32 PAO series.
Air Receiver Tank

GENERAL
We use three types of air receiver tank for low
Single stage low pressure application machines pressure drill applications.
utilize contained air pressure to circulating oil
through hoses, valves, oil coolers and the sin- The ‘Tee tank’ reservoir units use a small verti-
gle stage air end. This section will describe oil cal section welded to a larger horizontal sec-
circulation through these components. tion. The horizontal section is the oil sump and
the vertical section is the air sump with a filter.
DESCRIPTION Applications are: D25KS, D245S, D40KS,

D45KS, D50KS, D55SP, D60KS, D75KS
Components of the compressed air system are machines.
common throughout our low pressure applica-
tion machines. The tee tank is our most commonly used
receiver tank.
• Air receiver tank
• Fluid level sight glasses
• Synthetic compressor fluid
• Safety relief valve
• Minimum pressure valve
• Separator element filter(s)
standard tee tank
• Separator differential indicator
• Scavenge oil return system(s)
• Oil temperature thermostats
• Oil cooler bypass valve(s)
• Oil cooler
• Oil stop valve
• Temperature safety switch
D45KS SERIES
• Pressure safety switch option
• Single stage air end
Due to compressor volume(s) the D90KS and
• Discharge check valve 1190 model machines utilize a two receiver tank
system. Both sections are with pressure in
• High temperature hoses
standard operation. The vertical section is the
air sump and the horizontal section is the oil
sump.
Oil Lubrication Page 17
With all tank designs, fluid levels should be
checked 2 minutes after machine shutdown or
when the fluid is at rest.
Minimum Pressure Valve
The minimum pressure valve positioned on the

vertical section of each type of air receiver tank
D90KS air receiver tank maintains air pressure inside the tank during
the run mode. The minimum air pressure is 50
psi (3.5 bar) or 60 psi (4 bar) which is capable
of pushing the oil through all the lubrication
parts.
minimum pressure
PISTON AND SPRING
DRY AIR IN
D90KS SERIES CHECK

D90KSP SERIES VALVE
VENT
Special application D90KS and 1190E
machines with 3000 CFM and greater have the
DRY AIR OUT
third application air receiver tank. This vertical
pressure vessel is the oil and air sump with MINIMUM PRESSURE VALVE
separation filtration inside.
! WARNING
The cap is under spring pressure. Use
extreme caution when removing the cap
from the body.
Minimum pressure valves should be free of

compressor oil. Only dry air should be passing
through this valve.
GD air receiver tank
When testing the minimum pressure
1. Operate the machine at the rated high idle

speed.
2. Turn the working air on and observe the air

receiver pressure gauge on the operator
console. Extra gauge ports are available to
install a test pressure gauge on the tank(s).
1190E SERIES
Page 18
Air pressure inside the air receiver tank should The scavenge return line will have a strainer
never drop below the preset spring value of the screen filter and sight glass with an inline orifice
minimum pressure valve. to control the return oil flow.
Separator Element Filter Oil ‘carry over’ is dependent on receiver tank

pressure. Expect one cup (236 ml) to one quart
Inside the vertical section of the air receiver (.94 l) during drilling conditions.
tank there is a single filter element.
Compressor component maintenance is recom-
mended at 250 service hour intervals.
SCAVENGE
TUBE
separator element GASKET/STAPLE

FILTER
GASKET/STAPLE STRAINER
compressor oil filter
w/ scavenge components
DRAIN
CONDENSATION ORIFICE
DAILY
The separator element in low pressure applica-

tions passes air through the element from the
outer to inner air flow direction. The separator
element design is to slow down the air move- For safety purposes allow a minimum of 2 min-
ment that contains compressor oil. Oil mist will utes after machine shutdown before starting
be trapped on the outer element filter diffusion maintenance.
casing. Air and microscopic oil will pass through
the paper pleated filter media. Compressor Main Oil Filters
To eliminate static electricity inside the element The filter cover has a bleed port that may be
filter, the separator element gasket has a (sta- opened prior to filter removal to vent the filter
ple type) static ground device. canister of any residual pressure trapped inside
the filter assembly after machine shutdown.
Do not remove staples from separator element
gaskets. When performing routine maintenance observe
filter condition. Be sure to retain all grommet
Scavenge Oil Return seals on both filter elements.
An oil return system referred to as a scavenge Loose or missing grommets should be located
system enables oil ‘carry over’, oil that passes prior to reinstating the machine into service.
through the paper pleat separator element, to
be returned to the compressor stator housing.

Oil cooling is dependant upon the position of
COMPRESSOR BLEED PORT the thermal valve. The thermal valves extend
OIL FILTERS approximately 5/8 inch (15 mm) to seat into the
manifold bore. As the valves extend they
restrict free flowing oil, and force compressor oil
into the oil cooler.
RETAIN GROMMETS
SEALS, 2 PER FILTER In cold ambient conditions when cold oil or fluid
viscosity is high during the cold start cycle, two
50 psi (3.5 bar) valves can open that allows free
PLASTIC FILTER BYPASS
flow cold oil 4 flow paths to the filter assembly
CONNECTOR VALVE and single stage compressor.
Oil Coolers
Oil coolers are high quality aluminum header

and turbulator tube design. Pressure in the
cooler is dependant upon the regulated system
pressure. When testing oil cooler pressures the
gauge readings will be >80 psi up to 110 psi
(5.7 to 7.9 bar). Dependent on regulation, the
air receiver tank may see as much as 140 psi
COMPRESSOR MAIN OIL FILTER
(9.7 bar).
Thermal Manifold With Bypass Flow through the oil cooler is dependant upon
the position of the thermal valves, the oil tem-
Two thermal valves direct compressor oil to the perature, viscosity, and bypass valve position.
compressor through the filter assembly and
compressor oil cooler depending on fluid tem-
peratures. The thermal valves and the cooler
bypass valves are threaded into a manifold with
test ports available to test pressure drops as
needed.
OIL COOLING MANIFOLD
TWO THERMAL VALVES

TWO BYPASS VALVES
FIL 184°F 184°F
oilcooler.tif
X
50 FC
X COMPRESSOR
ART SECTION (AKG)
TC
ART = air receiver tank
TC = to oil cooler
FC = from oil cooler
FIL = filters (KS15 or KZ25)
X = test ports
Page 20
It may become necessary during cold ambient compressor oil to required lubrication points of
operating conditions to cover the entire cooler the air end. This bearing distribution manifold is
cores with a curtain. A cooler curtain will restrict last point oil injection. The manifold hoses are
external airflow through the oil cooler which can sized for flow requirements to the desired point
aid oil flow through the internal turbulator tubes of oil injection. Restrictive orifices in adapters
therefore decreasing oil cooler pressure drops. limit oil flow to compressor bearings.
Expected oil cooler pressure drop, measured As a option one safety switch referred to as a
as differential pressure drop through the oil COP compressor oil pressure switch may be
cooler. positioned on the bearing distribution manifold.
• less than 5 to 15 psi (.3 to 1 bar) The switch is normal open, closes with pres-
sure. Use the common and normal open con-
• less than 15 to 35 psi (1 to 2.4 bar)
tacts. This safety switch will interrupt machine
• above 35 to 50 (2.4 to 3.4 bar) run mode and shut the machine down.
Expected oil temperature drop, measured as Single Stage Air End

differential temperature drop through the oil
cooler. Low pressure compressed air is made available
from a matched set of rotating rotor assemblies.
• 20 to 40° F (-6 to 4.4° C)
One male and one female rotor are supported
Oil Stop Valve in a stator housing by radial and thrust bear-
ings.
The oil stop valve is mounted near the OUT
port of the main compressor filter assembly. The air end output is dependant upon rotor and
The oil stop valve receives a pilot pressure sig- stator diameter, length, gear ratio, driven speed
nal equal to the discharge pressure from the air and oil lubrication.
end.
IN
single stage air end
OUT
OIL STOP VALVE
SINGLE STAGE
The primary function of the oil stop valve is to COMPRESSOR
maintain compressor oil in the hoses and
related components after machine shutdown.
New and remanufactured air end units are
available from your Regional office. Verify
After the oil stop valve, compressor oil circu-
machine model and serial number for compres-
lates to an oil manifold that in design delivers
sor specification.
During the machine run mode the compressor elements and may enable the compressor to
oil temperatures should be maintained at a reverse run at shutdown.
minimum of 100° F (37.7° C) above the ambi-
ent condition. Operators should be aware of
compressor operating temperatures. A sensor
on the compressor discharge elbow and a
gauge on the operators panel allows visual ref-
erence to air/oil temperatures. sullair discharge check valve
It is common to see low pressure compressor

temperatures operate between 180 °- 210° F
(82° - 98.8° C) during the loaded drilling cycle.
Operating the machine in extreme ambient con-
ditions may require special cooling system
components. It may be necessary to: DISCHARGE CHECK VALVE
• Upgrade The Fluid Viscosity Using Either NOTE!

Iso 32 Or Iso 46 Grades. Discharge check valves may be removed from
low pressure drill applications that use poppet
• Change Thermal Valve Temperature Values. type air intake systems.
• Modify The Cooling Fan System By Slowing

Or Increasing The Fan Rpm To Spec. DISCHARGE
GASKET CHECK VALVE
GHH AND EARLY
• Restrict Air Flow Over The Oil Coolers With MODEL SULLAIR
A Cooler Curtain. HOUSING
Discharge Check Valve STOP PLATE
The discharge check valve is mounted on the SPRING

outlet flange discharge elbow with all butterfly
inlet control valve applications. RETAINER RING
Discharge check valves stop oil in the receiver

tank from draining into the compressor after the GASKET
machine is shutdown.
Without a discharge check valve, air pressure Compressor Safety Switches

inside the air receiver tank could run the com-
pressor reverse at shutdown. Compressors are a major investment. It is rec-
ommended to protect the investment with a
Discharge check valves are a one way flow temperature safety switch.
valve allowing free flow oil out the discharge
hose with hot oil returning to the air receiver Electrical switches and a shutdown relay are in
tank under pressure. Note that air pressure a series or parallel circuit to ensure our prod-
may be as high as 140 psi (9.7 bar) with oil tem- ucts have compressor protection.
peratures capable of 230° F (110° C).
Failure of a discharge check valve could allow

fluctuating oil levels, oil collection on air cleaner
Page 22
down conditions when the bypass switch is
OPTIONAL (COP) released after the engine starts.
35 PSI (2.4 BAR)
15 PSI (1 BAR) Air/oil pressure drop occurs between the air
receiver tank and the compressor oil pressure
switch due to line loss, oil viscosity and the
components in the lubrication system. This
deltaP or differential pressure is lessened with
warm oil after start up.
It is possible to replace 35 psi (2.4 bar) com-

pressor oil pressure switches with 15 psi (1 bar)
SENDER switches in extreme applications.
(ATS)
Drill monitor systems (DMS) have a built in non
230° F
SWITCH
adjustable 30 second delay factored into the
SAFETY SWITCHES (CAT) circuit board. The delay time sequence starts as
soon as power is applied to the panel.
An optional device that allows the compressor
systems to be monitored with one common cir- Prelube starters are configured to perform the
cuit panel is the drill monitor system (DMS). engine lube cycle prior to powering the DMS
This panel is mounted on the operator station. panel to assist cold weather starting.
Compressor related monitoring using pre set After the engine starts and is running smooth
switches includes: release the bypass button before the DMS time
cycle runs out.
• CFP1 compressor air filters @ 25” water
Air receiver pressure has to be 10 psi greater
• CSP compressor separator differential pres-
than the selected compressor oil pressure
sure @ 10 psi (.7 bar)
switch rating to maintain engine run mode.
• CAT compressor air/oil temperature @
230°F (110° C) SYSTEM CLEANLINESS
• COP compressor oil pressure @ 35 psi Compressor maintenance is recommended at

(2.4 bar) or 15 psi (1 bar). 250 hour intervals. Lubrication and mainte-
nance manuals detail fluids, capacities, filters
NOTE! and general service procedures.
It is not mandatory to have compressor oil pres-
sure monitoring. The COP switch for low pres- Follow compressor system cleaning procedures
sure drill applications is option used with drill as needed during compressor system overhaul.
monitoring systems.
OIL CIRCULATION DIAGRAMS
COLD WEATHER STARTING
The following charts are in generic form to illus-
During extreme ambient conditions run modes trate oil circulation through the compressor
may be affected due to cold oil in compressor components. The air receiver tank is a tee tank.
system components.
Machines with drill monitoring and a compres-

sor oil pressure switch may experience shut

LOW PRESSURE COMPRESSOR SYSTEM FLOW CHART
(COOL OIL)
ADDITIONAL ILLUSTRATIONS SHOW THE VERTICAL AND TWO RESERVOIR SYSTEMS
Page 24
LOW PRESSURE COMPRESSOR SYSTEM FLOW CHART
(WARM OIL)
ADDITIONAL ILLUSTRATIONS SHOW THE VERTICAL AND TWO RESERVOIR SYSTEMS

AIR COMPRESSOR LUBRICANT RECOMMENDATIONS
Sandvik Mining and Construction encourages the user to participate in an oil analysis program with
the oil supplier. This could result in an oil change interval differing from what is stated in these
tables.
NOTE!
Mixing synthetic oils with an ATF may lead to operational problems, foaming, or plugging of ori-
fices. Do not mix different types of fluids.
AMBIENT CHANGE LUBRICANT

ISO
TEMPERATURE INTERVAL DESCRIPTION
-40°F to +95°F (-40°C to +35°C) 1000 Hours 32 Mobil SHC-624, 924 & 1024
-40°F to +100°F (-40°C to +38°C) 1000 Hours 32 Mobil Rarus 424
-40°F to +100°F (-40°C to +38°C) 1000 Hours 32 Chevron HiPerSYN
-40°F to +100°F (-40°C to +38°C) 1000 Hours 32 Chevron Tegra Synthetic
-40°F to +100°F (-40°C to +38°C) 1000 Hours 32 Shell Corena PAO
-40°F to +100°F (-40°C to +38°C) 1000 Hours 32 Royco 432
-40°F to +100°F (-40°C to +38°C) 1000 Hours 32 Conoco Syncon R&O
-40°F to +100°F (-40°C to +38°C) 1000 Hours 32 Texaco Cetus PAO
-40°F to +100°F (-40°C to +38°C) 1000 Hours 32 Valvoline Syn Guard CP
-40°F to +100°F (-40°C to +38°C) 1000 Hours 32 Petro-Canada Super SCF32
+30°F to +100°F (-1°C to +38°C) 1000 Hours 46 Chevron HiPerSYN
+30°F to +100°F (-1°C to +38°C) 1000 Hours 46 Citgo CompressorGuard
+30°F to +100°F (-1°C to +38°C) 1000 Hours 46 Conoco Syncon R&O
+30°F to +100°F (-1°C to +38°C) 1000 Hours 46 Petro-Canada Super SCF46
+30°F to +100°F (-1°C to +38°C) 1000 Hours 46 Royco 446
+30°F to +100°F (-1°C to +38°C) 1000 Hours 46 Texaco Cetus PAO
+30°F to +100°F (-1°C to +38°C) 1000 Hours 46 Valvoline Syn Guard CP
+30°F to +100°F (-1°C to +38°C) 1000 Hours 46 Mobil Rarus 425
+80°F to +120°F (+27°C to +49°C) 1000 Hours 68 Conoco Syncon R&O
+80°F to +120°F (+27°C to +49°C) 1000 Hours 68 Mobil SHC-626, 926 & 1026
Low Pressure Compressors
When operating between +80 and 100°F (+27 and 38°C) with a relative humidity above 80%, syn-
thetic hydrocarbon type fluid Mobil SHC or equivalent as recommended above should be used.
All lubricant recommendations are based on 1200 rpm maximum WARM-UP speed.
Page 26
COMPRESSOR OIL CHANGE step is to determine if the oil is correct for the
specified compressor.
PROCEDURE
Draining Oil
Depending on the ambient temperature, it may

GENERAL
be necessary to start the machine and warm the
The following procedure was written for low and compressor prior to changing fluid.
high pressure compressors and should be 1. Once compressor oil is warm, shut off the
used: machine and remove the key from key
• When a total system cleaning is necessary. switch.
• Severe duty applications. 2. Utilize 2 clean 55 gal (208 liters) containers.
• Changing brand name, type or viscosity of
compressor fluids. 3. Connect a hose to the drain valve located on
the bottom of the air/oil receiver tank.
Begining January 2000, our blasthole drilling 4. Open the ball valve to drain compressor oil
machines are shipped from the factory with into the containers. Follow applicable laws
Shell Corena AW32 in the compressor system. prescribed for waste oil recovery.
In certain areas of the world, this oil may not be
available. If this is the case it will be necessary
to change to the local available oil. When this
CAUTION
occurs it is mandatory to clean the system of the Starting the engine when the compressor oil
original oil. has been drained will damage the compres-
sor. Do not allow the engine to start! Lock-
Mixing of two different oils can cause opera- Out and Tag-Out
tional problems:
5. Apply emergency stop switches to disable
• Oil Foaming, big air bubbles can cause cav- engine starting.
itation on components and make air pockets 6. Place the key into the key switch, hold the
in the oil cooler restricting oil flow. engine stop button and roll the engine and
compressor over two (2) or three (3) times.
• Overheating, compressor fluids not flowing This will push out any residual oil that was
through the oil cooler will not dissipate heat. left in compressor into receiver tank.
• Excessive Oil Carry Over through the sep- 7. Remove top and bottom hose from com-
arator element wasting the oil down the drill pressor oil cooler to enable oil to drain out of
pipe. the cooler.
These problems can be reduced or will be non- 8. Remove the separator filter. Replacing the
existent when following the prescribed proce- separator element is dependent on service
dure. hour interval. When in doubt or service
hours are unknown, replace the separator
OIL CHANGE PROCEDURE element.
Before changing brand name oil, contact your 9. Remove scavenge return line and allow to
Sanvik Mining and Construction Regiona Office drain, remove and clean strainer screen,
with the specifications of the oil to be used. This replace screen and tighten.
Compressor Oil Change Procedure Page 27

10. Remove the main compressor filters. The fil- 10. Install compressor filters making sure the
ter canister may be unthreaded from the plastic connection piece is installed between
housing in order to drain oil from filter canis- the two KS15 or KZ25 series filters.
ter.
11. Connect pilot hose to the oil stop valve.
11. Remove and drain the pilot hose at the oil
12. Fill air receiver tank with new clean oil to the
stop valve.
required level sight glass port, install the fill
12. Remove all oil cooler and tank lines from plug and tighten.
compressor to drain any oil that may have
13. Holding engine stop button, roll over com-
been left in system.
pressor and check for any leaks. If evident,
13. Remove intake piping at compressor inlet. repair prior to running the machine.
14. Start engine and run at low idle and check
New flange O-rings will be needed for connect- for any leaks. If evident, repair.
ing hose ends that have been removed for this 15. Permit compressor to run until compressor
procedure. temperature comes to operating tempera-
ture. (Approximately 160° to 200°F).
Adding Oil
16. Shut machine down and let set for 15-20
1. Pour some new clean compressor oil into minutes and recheck compressor oil level.
the top of the oil cooler permitting it to push
any of the existing oil from cooler. Once new 17. Add oil as needed to the proper fluid level
oil is coming through oil cooler, attach the sight glass.
top cooler hose.
18. After several hours of operation and if a
2. Pour some new clean compressor oil into foaming problem exists, you may need to
the intake of the compressor to flush out any drain the oil from the separator tank and
original oil. refill.
3. When applicable install the discharge check Oil may be transferred from air receiver tank to
valve and all hoses that were removed. clean drums using a portable filtration cart as
4. Pour some oil into the receiver tank to push shown.
out any existing oil.
PORTABLE FILTRATION CART
5. Close the drain valve. Sandvik Part Number 023912-001
6. Install separator filter, with a new gasket, do

not remove the static staple that is clipped in
the separator gasket. No additional sealants
are necessary.
7. Mount the receiver tank cover, torque bolts
to spec.
8. For low pressure applications install the
scavenge return tube and tighten adapters.
9. Connect scavenge return hose to appropri-
ate ports.
Page 28
AIR RECEIVER RESERVOIR There are different reservoirs for high pressure
and low pressure compressors. Therefore, the
SEPARATOR MAINTENANCE maximum pressure ratings and operating tem-
perature specifications will differ.
GENERAL
It may be a local law that pressure vessels
Routine maintenance of air receiver reservoirs require recertification and this recertification
requires a skilled maintenance person using may only be performed with a qualified test pro-
safe operating principals and clean working cedure by a qualified engineer. Due to the com-
habits. plexity of such laws worldwide Sandvik asks
that the customer bare this responsibility as a
DESCRIPTION company standard operating procedure.
Sandvik Mining and Construction blasthole drill- Static Discharge

ing equipment generates compressed (working)
air for the drilling cycle. This pressurized air is Compressor oil under heat from compression,
stored in the air receiver tank during the and velocity may develop static electricity inside
machine run mode. the air receiver tank during operating condi-
tions. All models of Sandvik blasthole drill
The compressor system circuit contains a blow- machines will use a static discharge spring or
down valve to vent the circuit when the engine staple. This device makes a secure electrical
is shutdown. When performing routine mainte- ground for the separator filter element.
nance it is essential that the machine be turned
off for a minimum of 2 minutes prior to starting • High pressure applications require a spring
compressor system maintenance to allow the installed on the bottom end filter holddown
circuit to vent. Longer periods may be beneficial bolt.
to allow oil temperatures to drop.
• Low pressure applications require a static
We recommend using the appropriate Sandvik staple installed on the sealing gasket for the
rig Lubrication and Maintenance Guide when top cover.
performing the 250, 500, 1000 and 2000 hour
maintenance programs.
The details given in this section are relating to

! DANGER
air receiver reservoir air/oil separator element The contained static electricity may have the
service specifications. capacity to ignite the oil and cause the com-
pressor to flash. A machine fire will occur.
Do not operate the machine with the static
MACHINE MODEL COMPRESSOR
spring or gasket staple removed.
D25KS, D245S, T40KS LOW PRESSURE
D40KS, D45KS, D50KS LOW PRESSURE
D55SP, D60KS, D75KS LOW PRESSURE
T60KS LOW PRESSURE
D90KS, D90KD D90KSP LOW PRESSURE
1190 SERIES LOW PRESSURE
Separator Maintenance Page 29

AIR RECEIVER RESERVOIRS
The following pictorial views are from machine

specific parts manuals. Please note bolt torque
changes per machine models.
Clean the gasket seal surfaces prior to new

gasket installation. Do not use a gasket sealant
on the reservoir or cover surfaces.
COVER BOLT TORQUE (item 22)

3/4 10 UNC GRADE 8 270 -292 FT LB (364 - 394 Nm)
D40KS, D45KS, D50KS

LOW PRESSURE APPLICATIONS

3/4 10 UNC GRADE 8 270 -292 FT LB (364 - 394 Nm)
D25KS, D245S, T40KS

Page 30
COVER BOLT TORQUE (item 1B)
3/4 10 UNC GRADE 8 270 -292 FT LB (364 - 394 Nm)
D55SP, D60KS, T60KS, D75KS

Separator Maintenance Page 31

3/4 10 UNC GRADE 8 270 -292 FT LB (364 - 394 Nm)
FILTER HOLDDOWN RETAINER RING
NUT TORQUE (item 12)
3/8 16 UNC 22 - 24 FT LB (29.7 - 32 Nm)
D90KS, D90KD, D90KSP

COVER BOLT TORQUE (item 1A)

3/4 10 UNC GRADE 8 270 -292 FT LB (364 - 394 Nm)
FILTER HOLDDOWN RETAINER RING
BOLT TORQUE (item 7)
3/8 16 UNC GRADE 8 31 - 34 FT LB (42 - 45.5 Nm)
1190 SERIES
Page 32
AIR CONTROL SYSTEMS (LP)
GENERAL
The following schematics illustrate the air control systems that pertain to butterfly inlet, single and
dual poppet valve intake control systems.
LOW PRESSURE BUTTERFLY INLET SCHEMATIC
RAPG
DUST
WAPG TEST GAUGE INSTALLED TO
COLLECTOR CALIBRATE LOW PRESSURE
REGULATOR SETTING
X
w
MPV
SV SAFETY
HYDRAULIC VALVE
BIT AIR TANK W 7/16 *
)(
UHV
W
RAPG
)(
3/32
RBD SBD ICC

T W T
T W T
X )
X ) X
)(
ACM 1/32
X X X
VENT
MUFFLER
W
LPREG
CONTROL SIGNAL HOSES

FIGURE 1
Low pressure butterfly inlet controls are held closed for start-up purpose. A spring return inlet con-
trol cylinder will extend with compressed air. The cylinder speed is controlled by a .03125 (.793 mm)
inlet orifice, the spring end is open to atmosphere through a vent muffler. The inlet control cylinder
extends with receiver air pressure passing through a normal open air control regulator. A .09375
(2.381 mm) orifice inside the inlet manifold plate draws air from the control signal hoses when the
low pressure regulator closes. The spring return cylinder closes the butterfly inlet plate.
Proper inlet adjustment is critical for machine start-up and receiver air pressures. The inlet cylinder
shall be held with a single mounting bolt so that it has a slight amount of side to side play.
Inlet air control systems (LP) Page 33

Install a vaccum gauge on the compressor inlet when adjusting the inlet control valve. Remove the
inlet control cylinder rod bolt prior to calibrating the inlet components. During machine startup the air
pressure will be slow and gradual. Set the engine at high idle speed and calibrate the unload stop
screw for the expected inlet vaccum reading between 26to 28 hg with the butterfly inlet control plate
closed.
BUTTERFLY INLET PLATE
LEVER POSITION
BALL JOINT BOLT
MOUNT BOLT
SHAFT SLOT POSITION

UNLOAD STOP SCREW
Connect the inlet control cylinder to the inlet butterfly plate lever. Adjust cylinder ball joint assembly
to align with the lever assembly without moving the inlet butterfly plate. Secure the ball joint mount-
ing bolt so that it has a slight amount of side to side play.
When the compressor inlet unload stop screw is in proper calibration the result will be a smooth
blowdown operation during the running mode. Air venting out the blowdown muffler is constant with-
out cycling.
Maximum air pressure inside the receiver tank shall be set with the LP regulator, 100 (6.9 bar) is
standard setting. Do not exceed 110 psi (7.6 bar).
OUT AIR IN RBV
ICC
VENT
4 EA
SHIMS
LOW PRESSURE REGULATOR

ADJUSTMENT SCREW CALIBRATE TO 100 PSI (6.9 BAR)
Page 34
Calibrating Regulators
Perform air pressure regulator calibration with the machine shut down and receiver air pressure is
zero.
Pressure regulator may be calibrated in place on the machine with standard hand tools. It is advis-
able to install a 500 psi (35 bar) pressure guage and hose to the test port provided at the air/oil sep-
erator indicator.
1. Start the machine.
2. Operate the machine at low engine idle speed to warm fluids and air. Warm compressor oil and
air temperature is recommended prior to regulator calibration.
3. Operate machine to specific rated high engine idle speed.
4. Check air pressure guage for actual air receiver tank air pressure.
5. Adjust low pressure regulator adjustment screw in to increase air pressure to acheive 100 psi
(6.9 bar) unload air pressure.
Note:
If air pressure over runs the value reduce the regulator setting and slowly adjust the regulator to the
rated pressure value.
6. Check air pressure guage for actual air receiver tank air pressure.
7. Lower engine idle speed allow adequate engine cool down period prior to stopping machine.
8. Stop the machine per standard operating principals.
9. Allow approximately two to three minutes for the air pressure in the receiver tank to empty to
atmosphere. Air will blow to atmosphere through a frame mounted vent muffler.
10. Check receiver air pressure on test gauge for a zero indication prior to service.
11. Remove test pressure gauge from air/oil separator indicator location and cap test port adapter.
Final note:
The compressor lubrication system is dependant on operating air pressures. Compressor system
air and oil components are subject to system air pressures.
When testing oil coolers, test pressures are relative to air regulated pressures. With the exception of
lubrication component pressure drops test pressures will be air receiver tank pressure.
Blowdown Valves
Two valves mounted to the air control manifold enable air receiver tank pressure to vent to atmo-
sphere. As air vents to atmosphere it is silenced with a muffler mounted on the machine frame.

• The shutdown blowdown valve pilots closed for machine run mode and opens upon machine
shutdown to empty the air receiver tank
• The running blowdown valve pilots closed during compressor loading or drilling conditions and
opens upon compressor unload conditions to maintain a stable air receiver tank pressure.
AIR PILOT
OIL PILOT
MUFFLER
RBV SBV
RUNNING BLOWDOWN VALVE SHUTDOWN BLOWDOWN VALVE
MUFFLER
Maintain the vent muffler to be clean of mud, oil residue and rock dust. When the muffler is
restricted it traps air inside the air receiver tank. Operational problems could be over run air regula-
tors, excessive air receiver pressure enabling tank releif valve to open.
Page 36
Sullair Single Poppet Air Inlet Valve
Poppet control systems are installed on single stage low pressure drilling applications in the D25KS
through D75KS product line. The system has under gone several modifications since the drawing
shown here, to name a few:
• removal of discharge check valve

• pilot signal for shutdown (final) blowdown valve relocation
• shutdown (final) blowdown sequence
• electric solenoid shutdown (final) blowdown valve
MINIMUM PRESSURE
VALVE POPPET VALVE
AIR RECIEVER TANK
SERVICE INLET AIR

VALVE FILTER(S)
)(
FINAL
BLOW-DOWN
VALVE
PRESSURE REDUCING
REGULATOR
BYPASS
SOLENOID
RUNNING
BLOW-DOWN
VALVE
FIGURE 1
BASIC SCHEMATIC SUBTRACTIVE PILOT VALVE
Figure 1 schematic shown as normal condition for all components. Machine is not running. This is a
closed inlet valve in an unload condition.

AIR CONTROL VALVES
Poppet Inlet Valve
V1
SULLAIR POPPET INLET VALVE
CLOSED FOR START-UP
PILOT AIR (P1)
CLOSED DURING NO LOAD CONDITIONS
NOT DRILLING
OIL FILL
COMPRESSOR FLUID
V2
V1 SULLAIR POPPET INLET VALVE

OPEN DURING START-UP
LOADED CONDITIONS
OPEN DURING DRILLING CYCLE
OIL FILL
COMPRESSOR FLUID
PILOT AIR (P2)
V2
Maintenance
Poppet inlet control valves should be serviced with compressor oil during routine maintenance pro-
cedures with no more than 0.75 US pint (355 ml).
Port Description:
P1 pilot port from bypass solenoid, subtractive pilot regulator, check valve control orifice, V1 port
P2 pilot port from bypass solenoid, pressure reducing regulator
V1 vent port from running blowdown - purge valve
V2 vent port from subtractive pilot valve, check valve, P1 port, pilot shutdown (final) blowdown valve
Page 38
Pressure Reducing Valve
PRESSURE REDUCING VALVE (bias regulator)
SULLAIR AIR CONTROL SYSTEM
CONDITION SHOWN OPENS POPPET VALVE

AT THE P2 PORT TO LOAD THE COMPRESSOR
Subtractive Pilot Valve

SUBTRACTIVE PILOT VALVE CLOSES POPPET VALVE
SULLAIR AND GARDNER DENVER TYPE POPPET VALVE
INLET AIR PRESSURE IS RECEIVER AIR PRESSURE
OUTLET AIR PRESSURE CLOSES POPPET VALVE @ P1 PORT

ADJUSTING THE SUBTRACTIVE PILOT VALVE ‘IN’ DECREASES OUTLET PRESSURE
ADJUSTING THE SUBTRACTIVE PILOT VALVE OUT INCREASES OUTLET PRESSURE
NOTE: SEAT PLATE IS REMOVEABLE IN THE HOUSING. DIAGHRAM

CHECK BALL SHALL REST IN THE 90° SURFACE OF THE SEAT PLATE
INLET AIR PRESSURE IS BELOW

SUBTRACTIVE PILOT PRESSURE VALUE
ZERO OUTLET AIR PRESSURE ALLOWS

PRESSURE REDUCING REGULATOR TO OPEN POPPET VALVE
With the receiver tank pressure at 100 psi (6.9 bar) the subtractive pilot valve outlet pressure setting
is approximately 5 psi (.34 bar) less than the pressure reducing valve outlet pressure.
When adjustments are made to the subtractive pilot valve increase or decrease values, a similar
adjustment is mandatory for the pressure reducing valve.
For best results make pressure adjustment with an external air source. Shop or service truck supply
air is recommended as long as the supply pressure is above desired subtractive pilot valve require-
ment.
• Attach supply air to the valve inlet port with 300 psi (20 bar) pressure gauge.
• Attach 150 psi (10 bar) pressure gauge to outlet port, the outlet side has to be in a dead head
pressure condition
• Utilize all safe operating principals when servicing air regulation parts. Discharge any un-
used air from hoses or adapter ports prior to component removal.
PRESSURE REDUCING VALVE SHOP AIR SUBTRACTIVE PILOT VALVE SHOP AIR
SETTING AT 100 PSI IN 55 PSI OUT SETTING AT 100 PSI IN 50 PSI OUT
Page 40
Final Blow Down And Running Blow Down (Purge) Valves
018349-002 RUNNING BLOWDOWN VALVE

RESERVOIR
PILOT
SIGNAL
POPPET V1 PORT
These valves are supplied as normal closed pistons and require a separate pilot signal to open the
piston to vent air from the inlet to outlet port.
During machine run mode the final blow down valve is spring set closed to maintain air pressure
inside the air receiver tank. The pilot end is connected to the compressor inlet cavity which is a vac-
uum during compressor operation. The absence of pressure at the final blow down valve pilot port
allows this valve to maintain a closed position during machine operation.
When the machine is shut down, available receiver air pressure is inside the compressor. The com-
pressor inlet that was a vacuum during operation becomes pressurized at shutdown. Air pressure
from the system opens the final blow down valve according to a flow control setting. Air pressure
shall vent to atmosphere through a vent muffler positioned on the final blow down outlet port.
One adjustable flow control valve is positioned on the pilot port of the final blow down valve. This
flow control valve shall be set 1/4 turn open and locked in this position. Refer to figure six for details.
During machine run mode the running blow down (purge) valve is spring set closed until a pilot sig-
nal is received at the valves pilot port. When receiver air pressure opens the subtractive pilot valve,
a pilot signal is directed to open the running blow down valve. Compressed air recirculates from the
receiver tank to the poppet inlet control valve (V1) vacuum port.
Maintenance of these valves is limited to seals and orings, no adjustments required.

SPRINGS AND AIR PRESSURE
V2
P1
V1 P2
)(
REDUCED AIR
PRESSURE
BYPASS SOLENIOD
ENERGIZED WITH
BYPASS SWITCH
FIGURE 2
START MODE
The poppet valve is held closed with reduced air pressure passing through the bypass solenoid,
along with spring force in the P1 cavity.
The expected air pressure for start-up mode is approximately 10 to 15 psi during starting and the
bypass solenoid is energized with the bypass switch. The low air pressure is a low load for the com-
pressor and engine during the critical start-up mode. The 10 to 15 psi contained in the air receiver
tank pushes the oil through the oil lubrication parts to the single stage air end.
When the engine is running smooth at the rated low idle speed the bypass switch may be disen-
gaged.
Figure 3 shows run mode after start up loading to subtractive pilot valve setting.
Page 42
SPRING FORCE ONLY
P1
V2
P2 REDUCED AIR
PRESSURE
)(
OPENS VALVE
MINIMUM PRESSURE
VALVE OPENS AT
60 PSI (4 BAR)
BYPASS SOLENOID
DE-ENERGIZED
FIGURE 3 FOR RUN MODE
RUN MODE
AFTER STARTUP
When the bypass switch is released the bypass solenoid is de-energized. With the bypass solenoid
in the normal condition the reduced air pressure is directed to the P2 cavity on the poppet valve.
The air inside the P1 cavity is drawn to intake at the V2 port. A.063 orifice inside one adapter on the
P1 adapters allows a restriction for the control and venting features.
Figure 4 shows run mode no load not drilling.

SPRING FORCE AND AIR PRESSURE
HOLD POPPET CLOSED
V1
P1
V2
P2
MINIMUM PRESSURE VALVE OPEN

AVAILABLE AIR AT THE SERVICE VALVE
READY FOR DRILLING CONDITION
RUNNING BLOW-DOWN
VALVE PILOTED OPEN
SUBTRACTIVE PILOT
VALVE AIR TO P1 CAVITY
FIGURE 4
TO CLOSE INTAKE
RUN MODE NO LOAD
NOT DRILLING
With air pressure inside the air receiver tank at the rated subtractive pilot valve setting it is desired
to close the intake.
Subtractive pilot valve air is directed to the P1 cavity to close the intake. Spring force assists the
closing (add air pressure and 5 psi spring force).
Air pressure present from the pressure reducing valve is forced to the intake through a.090 orifice
located inside the poppet valve on the P2 port.
When adjusting maximum air pressure for receiver tank air it is necessary to adjust both regulating
valves in steps. If the subtractive pilot valve is adjusted for 5 psi more available air pressure inside
the air receiver tank then the pressure reducing valve requires the same increase of air pressure.
This step type adjustment is necessary for proper intake valve opening and closing sequences.
Figure 5 shows run mode loaded for drilling cycle.
Page 44
MINIMUM PRESSURE VALVE OPEN SUBTRACTIVE PILOT VALVE AIR AND P1
CAVITY IS DRAWN TO V2 PORT
P1
V2
V1 INTAKE OPEN
P2
SERVICE VALVE
OPEN
AIR TO
DRILL BIT
PRESSURE REDUCING VALVE

CONTROLS POPPET OPEN AT
P2 CAVITY
FIGURE 5
RUN MODE LOADED
SUBTRACTIVE PILOT VALVE CLOSES
FOR DRILLING CYCLE WHEN AIR RECIEVER TANK PRESSURE
DROPS BELOW VALVE SETTING
When air receiver tank pressure drops below the subtractive pilot valve setting a pressure difference
occurs at the subtractive pilot valve inlet and outlet ports.
With inlet control pressure below the spring force the subtractive pilot valve will close air to the outlet
port. The outlet connection to orifice at P1 and a external vent on the valve, air pressure is vented
quickly. The poppet valve will open with air pressure in the P2 cavity.
A minimum pressure of 60 psi (4 bar) is maintained in the air receiver tank for adequate oil circula-
tion and lubrication. During the drilling cycle typical air receiver tank pressure is 60 to 75 psi. Pres-
sures may become higher due to drilling conditions.
Bit air or working air for drilling depends on what restrictions are in the drill string and what type of
drilling tools are being utilized. Working air pressure is typically 10 to 20 psi (.7 to 1.4 bar) lower than
air receiver tank air pressure.
Figure 6 shows shut down mode.

TRAPPED AIR SPRING FORCE KEEPS
IN V PORTS POPPET CLOSED
TRAPPED AIR
MINIMUM PRESSURE VALVE CLOSES

AS AIR RECIEVER TANK PRESSURE
DROPS BELOW SPEC
FINAL BLOWDOWN VALVE

PILOTED WITH PRESSURE
FIGURE 6
SHUT DOWN MODE
Pressure inside the air receiver tank is available in all directions upon shut down. With the discharge
check valve removed air pressure can flow through the V1 port to a flow control valve. When this
flow control is set 1/4 turn open air under pressure will be trapped between the flow control and the
pilot port. This trapped air will pilot the final blow down valve to a open position enabling air pressure
to drain from the air receiver tank after shut down.
! WARNING
Depending on the flow control setting, air pressure may be present inside the air receiver tank for
long periods even after shut down. If the flow control valve is too far open or the adjustment is not
locked in place caution should be observed when servicing the air receiver tank or compressor oil
filters.
Page 46
MODIFICATIONS
Application: Sullair Inlet Valve
FINAL BLOW OIL PILOT SIGNAL

DOWN VALVE
V2
V1
FIGURE 7
FINAL BLOW-DOWN
SHUT DOWN VALVE MODE
This modification enables a external pilot of engine oil to close the shutdown (final) blowdown valve.
The benefit of this modification is that the normal open valve will empty all the available air pressure
from the air receiver tank after machine shutdown.
Figure 8 shows electric blow-down modification.

RECEIVER AIR KEY SWITCH POWER
VENTS TO TO ENERGIZE
ATMOSPHERE
V2
V1
FIGURE 8
This is a new valve in a normal open application. Electric power from the key switch (KS) will ener-
gize to close the drain port. It has been installed at the factory on D45KS machines since 6/1998.
The solenoid part number is 017503-002 and may be fitted to all poppet inlet control systems for the
shutdown (final) blowdown of receiver air pressure.
All other valve applications stay in original configuration.
Page 48
Troubleshooting Single Poppet Valve Inlet Control Systems
Low pressure compressor systems that require fieldmechanical adjustments most often have either
been tampered with or have worn components.
Subtractive pilot valves
When calibrating a subtractive pilot valve small turns on the set screw make sufficient changes to
the outlet air pressure. Turning the set screw in will decrease the outlet supply air value, which in
turn will not let the poppet valve respond and close efficiently. The outcome will be over run of air
pressure to a point of safety valve discharge air. Factory specs recommend setting the subtractive
pilot valve with shop air only per views shown on page 28 of this manual.
Pressure reducing valve
When calibrating a pressure reducing valve small turns on the set screw change the outlet air pres-
sure. Turning the set screw in will increase the outlet supply air value. It may be necessary to modify
the factory pressure reducing valve setting of 50 psi to achieve a full piston opening sequence.
Pressure reducing valve settings will affect vacuum readings.
Vacuum check
When testing the low pressure poppet intake system it may be necessary to connect a vacuum
gauge to the compressor throat. Components shall include a ball valve, short length of hose and
vacuum gauge. Close the ball valve for machine start-up and shut down modes.
VACUUM READINGS MAY DIFFER ACCORDING TO
ALTITUDE CONDITIONS ABOVE OR BELOW SEA LEVEL

CLIMACTIC CONDITIONS
COMPRESSOR CONDITION
POPPET VALVE CONDITION
READINGS SHOWN BASED AT 360 FT ABOVE SEA LEVEL
AT START-UP USING BYPASS (20 TO 22 Hg)

AT START-UP RELEASING BYPASS (8 TO 10 Hg)
AT LOW ENGINE IDLE NO LOAD (24 TO 26 Hg)
AT HIGH ENGINE IDLE NO LOAD (26 TO 28 Hg) NOT DRILLING
AT HIGH ENGINE IDLE LOADED (2 TO 4 Hg) DRILLING
Check the poppet valve oil level often. When the oil level is low the piston responds slower and
receiver air pressure may overrun the regulated value. If oil levels are continually low, requiring con-
stant refill a seal may be leaking the oil out of the piston valve chamber. This condition may give
symptoms of air regulation problems as well.
During cold weather conditions ice build-up inside the poppet valve may lead to operational prob-
lems. It may become necessary to install one 022462-001 coalescing filter to the main air line. This
filter is used to remove unwanted condensation that typically collects in the air components.

Drill Bit Restriction
Nozzle size or orifices in the air delivery restrict air flow. Check with drill bit manufactures for appro-
priate nozzle sizes for the mine specific drilling conditions.
NOZZEL
SKIRTS
ROLLERS
ROTARY CLAW BIT
ROTARY ROLLER BIT REPLACEABLE CARBIDE
MILL TOOTH ROLLERS AND BULLET STYLE CUTTERS
CARBIDE BUTTON ROLLERS
Optimum air flushing during the drilling cycle shall be greater than 4000 fpm and up to 9000 fpm of
uphole velocity.
High bailing velocity or flushing leads to excess wear on drill tools while in the hole. Drill bit skirts,
roller sections, bit subs and lower sections of drill pipe may become sandblasted by abrasive rock
conditions
Page 50
DUAL POPPET INLETS needle valve clockwise.
5. If the inlet valve does not close enough to

maintain 80 psi (5.5 bar), then it may be neces-
GENERAL sary to set the subtractive pilot valve located in
the Air Control Assembly box. To set, use a
Dual poppet valves are standard equipment pressure regulator and shop air at 80 psi (5.5
on all 90 series machines with air compres- bar) into the valve. Adjust the valve to get 20
sors 2600 CFM and larger. psi (1.4 bar) at the valve outlet.
020841
DESCRIPTION
Refer to service literature 020845-001 publica-

tion for full compressor system details relative to
dual poppet inlet control valves without volume
controls.
The following procedures have been modified to

fit training material format herein.
Refer to electrical system training module book

2 part number 023501-034 that details electric
pneumatic control valves.
Procedures to calibrate poppet regulation valve 6. The flow control valve, located at the final
are written and provided in this manual on page blowdown valve on the frame, should be set by
32. turning it clockwise until it bottoms out and then
turning counter clockwise approximately 1-1/2
turn. If the system does not completely blow
COMPRESSOR ADJUSTMENT WITH DUAL down when the machine is shutdown, it may be
POPPET VALVES - LOW PRESSURE necessary to turn the flow control clockwise to
hold the final blowdown valve open longer. All
1. Close the main air valve. the air in the system will not escape and could
trap approximately 5 psi (.34 bar) in the system.
2. Start engine and run at low idle (1200 rpm).
Air pressure should increase to unload setting 7. If a compressor capacity test is to be done,
80 psi (5.5 bar) and running blowdown should open the main air valve. Set the volume control
be open. to maximum. Run capacity test. Note: Capac-
ity test must be run with main air valve totally
3. After warm-up, increase engine speed to full open and the proper size downstream orifice
rated rpm (1800 rpm). The inlet valve should be installed.
closed.
4. Adjust the needle valve on the back of the

air inlet until air can be detected coming out of
the muffler located below the needle valve. If
compressor hunts or running blowdown valve
cycles open and closed, decrease the amount
of air escaping from the muffler by turning the
Dual Poppet Inlet Control Systems (LP) Page 51
Optional Variable Volume Control open (3 or 4 on the dial) is essential for proper
poppet valve control.
1. The Variable Volume Control should be
tested when the Compressor Capacity test is Subtractive Pilot
run.
2. With the Pressure Regulator completely

open (counter-clockwise), the compressor
should achieve the rated CFM.
3. Turn the valve clockwise approximately

three (3) turns. The gauge should read 5 psi
(.34 bar) and the inlet vacuum should be
approximately 8.5” HG. The capacity should be
approximately 2100 CFM. IN
4. Turn the valve clockwise approximately one OUT

(1) more turn to achieve 7 psi (.48 bar) on the
gauge. The inlet vacuum should be approxi-
Remains closed during start-up, opens with
mately 13” HG. and the capacity should be
receiver tank pressure to close the dual poppet
approximately 1600 CFM.
valves.
START UP
Running Blowdown
To reduce parasitic load to a minimum on start-
Receives a pilot signal to open from the bypass
up, the compressor should not be trying to com-
solenoid during machine start-up and once
press air. Therefore, the poppet valves must be
again when the subtractive pilot valve opens.
closed to limit the entry of air to the compressor.
Air shall vent to atmosphere through a muffler
when the running blowdown valve has a active
Bypass Solenoid (N.C.)
pilot signal.
Normally closed bypass solenoid is energized
from the bypass toggle switch during machine
start-up. Air pressure passes through restriction
partially closeing the inlet control valves to
reduce air volume delivery and parasitic load
during machine start-up.
Poppet Valves
Initially, the poppet valves open slightly due to

the vacuum created by the compressor rotor
screws. The bypass solenoid routes air pres-
sure to hold the poppet valves closed during Final Blowdown
machine start-up mode only. Small air will bleed
through the needle valve and vent muffler. Closed during machine run mode. No air shall
vent through the muffler to atmosphere.
Needle valve
Adjustment of this valve to be 1/8 to 1/4 turn

Page 52
Minimum Pressure Valve Needle valve
Closed when receiver air pressure is less than Air pressure drains to atmosphere through the
50 psi (3.5 bar). Opens when receiver air pres- vent muffler and shall not be continual passing
sure is greater than 50 psi (3.5 bar) to allow during a compressor loaded condition.
down stream air delivery.
Adjustment of this valve to be 1/8 to 1/4 turn
open (3 or 4 on the dial) is essential for proper
poppet valve control.
TANK Subtractive Pilot Valve
Is closed when air receiver pressure is less than

VENT 80 psi (5.5 bar). When the receiver air pressure
rises to the setting or 80 psi, it opens a reduced
air pressure will close the inlet valves.
OUTLET
SUBTRACTIVE PILOT VALVE SHOP AIR
SETTING AT 80 PSI IN 20 PSI OUT
RUNNING - COMPRESSOR LOADED (AIR

ON TO DRILL A HOLE)
The main requirement here is for a rapid build

up of air to achieve system air pressure in the
shortest possible time. Therefore the poppet
valve should be fully open.
Bypass Solenoid
Remains closed during machine run mode.
Poppet Valves
Opens to load the compressor without air pres-

sure from the subtractive pilot valve. Air has to Running Blowdown
vent out of the needle valve muffler during com-
pressor load condition. Has no pilot signal from the subractive pilot
valve. Blowdown valve is closed, no air shall be
venting through the muffler to atmosphere.
Final Blowdown
Closed during machine run modes. No air shall

vent through the muffler to atmosphere.
Opens while receiver air pressure is greater

than 50 psi (3.5 bar), allowing air flow to the drill
pipe and drill bit.
Gardner Denver compressor unit
.
NV
RBV
CBS
SPV
SBV
MPV
FIGURE 1
START UP MODE
This application is a Gardner Denver compressor unit with dual Gardner Denver inlet valves. The
machine application is 1190E models.
Page 54
021953b
This application is a Sullair 32 series compressor unit with dual poppet inlet valves. The machine
applications are: D90KS, D90KSP, 1190D and 1190DSP models.

Page 56
VOLUME CONTROLS Mechanical Adjustment Type Volume Con-
trol Mounted On A Butterfly Inlet Valve.
GENERAL
VACUUM
Air inlet variable volume limiting options may be TEST
fitted to most compressor intake mechanism. GAUGE
This option may be factory mounted or added
after-market as a field installation package.
ADJUSTMENTS
There are simple adjustable and technical elec-

tronic components. This section will detail the
LOAD STOP ADJUSTABLE
specific components one by one. SCREW MOUNTING SCREWS
• Single poppet inlet valve volume control

(1 limiting) air regulation
• Single poppet inlet valve volume control

UNLOAD STOP
SCREW
• Dual poppet inlet valves volume control 010368-001
The 010368-001 tool limits the compressor inlet
• Dual poppet inlet valves electronic variable thus limiting the compressor output. The effect
volume control is approximate 0 to 30% lower efficiency.
• Butterfly inlet valve electronic adjustable vol- 1 Limit Air Regulation For A Single Poppet
ume control Inlet Valve
• Butterfly inlet valve mechanical adjustment

volume control
AIR RECEIVER TANK
A butterfly inlet valve will be limited on its open-

ing value with a mechanical stop. Adjustments
are necessary when installing this application.
Test equipment required:
• Vacuum Gauge
• Adapter, Connection Hose 019429 VOLUME CONTROL KIT
• 9/16 (15mm) Wrench

The single poppet inlet control valve will be lim-
iting the compressor load open position.
• Ambient Temperature Gauge
Reduced air pressure will be delivered into the
P1 port restricting the poppet piston opening
stroke.
Volume controls Page 57

VOLUME CONTROL SHUTTLE
REGULATOR VALVE
VOLUME CONTROL WITH 1 LIMITING AIR REGULATION
Air regulation remains the same from the sub-

tractive pilot and pressure reducing (bias) regu- SINGLE POPPET INLET CONTROL VALVE
lators.
The volume control air regulator is bracket

mounted on the compressor inlet valve. The
normal closed regulator may be set between 65
and 95 psi (4.5 to 6,5 bar).
The volume control regulated pressure will fill

the P1 piston end of the poppet inlet valve to
limit the opening stroke.
With a vacuum gauge installed on the compres-

sor throat, the piston position may be calibrated
between 08 hg through 27 hg.
A 3 port shuttle valve at the P1 port allows the

greatest air pressure to closed the poppet inlet
valve for compressor unload conditions.
Page 58
Sandvik Mining and Construction 90 series
equipment that use the Sullair 2600 CFM com-
pressor units are configured with a pilot piston INDICATOR HOLE IN BOTTOM
connected to linkage and shaft positioned on OF CYLINDER
the compressor housing.

1 3
2
LONG FLAT ON TURNVALVE
GARDNER DENVER SSY TURNVALVE
Maximum CFM is obtained with the turnvalve

adjusting screw index mark aligned with the
number 1 on the locking plate.
When the turnvalve is in the number 1 position

the indicator hole in the bottom of the turnvalve
019602 TURNVALVE cylinder should be positioned to be tangent with
the long flat on the turnvalve.
The Sullair turnvalve is controlled by receiver air

pressure during machine start up, low idle and ! WARNING
high idle operation modes. Do not insert fingers into the indicator hole.
use a slender rod or a mirror with proper
When the turnvalve is at full actuation, compres- lighting to determine position of the turn-
sor volume is 60% output capacity. The reduced valve.
output translates to horsepower which aids die-
sel engine start and low idle modes. Three positions are applicable with the Gardner
Denver turnvalve.
When the drill operator turns the drilling air on,
volume output increases according to the oper- • position 1 equals 100% efficiency
ator station adjustable volume control selector.
• position 2 equals 77% efficiency
The operating description is explained in the • position 3 equals 64% efficiency
turnvalve assembly variable volume control sec-
tion of this manual. Adjustment to the turnvalve should be per-
formed with the machine in the off position, with-
Our 1190E series equipment that use the Gard- out a compressor load and no air pressure
ner Denver 3000 CFM compressor units are present inside the air receiver tank.
configured with a SSY turnvalve as a compo-
nent of the compressor housing.

Page 60
TURNVALVE ASSEMBLY pressor inlet allowing some of the intake air to
return to the inlet before compression begins.
VARIABLE VOLUME This has the effect of reducing the length of the
rotors.
CONTROL
021948
GENERAL
Our 90 series machines have the option of a

factory installed variable volume control kit as
part of the compressor manufacturer installa-
tion.
DESCRIPTION
A single piston with linkage controls are posi-

tioned on the shaft end of the compressor hous-
ing.
The system used to control the turnvalve posi-

tion depends on whether working air is required
or not. (Compressor loaded or unloaded).
When the main valve is closed, no working air
required, the turnvalve will be at minimum CFM.
TURNVALVE
This is accomplished through the use of a three
way, two position solenoid operated valve. With
Operators may control the volume with a elec- the main valve closed regulated air pressure is
tronic control from inside the operator cabin. ported to the turnvalve and reduces the volume
to minimum.
Refer to service literature 019602-052 publica-
tion for full compressor system details. Service Air pressure is applied to the compressor inlet
literature 019602-052 publication has been valves to unload the compressor, reducing the
modified to fit training material format herein. tank pressure to approximately 35 psi (2.4 bar).
When the main valve is opened an electrical
The Turnvalve is used to vary the volume of the signal is sent to the two way valve causing it to
compressor from its maximum rated value to shift which then directs air pressure through a
approximately 50% of maximum. It does this pressure regulator valve before the air pressure
with an internal valve that can have a controlled gets to the turnvalve.
opening depending on what pressure is applied
to the valve. As increasing pressure is applied, Regulating this valve between 0 and 18 psi (0
the turnvalve progressively opens a port con- and 1.24 bar) will regulate the compressor vol-
necting the compression chamber to the com- ume from maximum to minimum setting. At the
same time, air to the inlet valve through the be partially to totally open and receiver pressure
unloaded pressure control valve is stopped, should be 50 psi (3.5 bar) minimum pressure.
allowing the receiver air to go to full pressure. The volume is dependent on where the variable
volume control in the cab is set. Adjust the vari-
The reduction of the volume, but more impor- able control in the cab and check that turnvalve
tantly the reduction in pressure, results in a position is controlled minimum to maximum.
horsepower savings when no working air is
required during machine start-up, idle, propel 7. If the inlet valve does not close enough to
and leveling modes and drill pipe changes. maintain 80 psi (5.5 bar), then it may be neces-
sary to set the subtractive pilot valve located in
the Air Control Assembly box. To set, use a
COMPRESSOR ADJUSTMENT WITH TURN- pressure regulator and shop air at 80 psi (5.5
VALVE - LOW PRESSURE APPLICATIONS bar) into the valve. Adjust the valve to get 20
psi (1.4 bar) at the valve outlet.
1. Close the main air valve.
8. The flow control valve, located at the final
2. Start engine and run at low idle (1200 rpm). blowdown valve on the frame, should be set by
Air pressure should increase to unload setting turning it clockwise until it ‘bottoms out’ and
35 psi (2.4 bar) and running blowdown should then turning counter clockwise 1-1/2 turns. If
be open. The turnvalve should be at minimum the system does not completely blow down
setting reducing the output CFM. when the machine is shutdown, it may be nec-
essary to turn the flow control clockwise to hold
3. If the unloaded pressure does not maintain the final blowdown valve open longer. All the air
35 psi (2.4 bar), the unloaded pressure control in the system will not escape and could trap
valve located in the air control assembly box will approximately 5 psi (.34 bar) in the system.
have to be calibrated. Use a pressure regulator
with shop air of 35 psi (2.4 bar) connected to the 9. Close the main air valve. The receiver pres-
valve inlet port. Adjust the valve to get 20 psi sure should drop to approximately 40 psi (2.75
(1.4 bar) at the outlet port. After the main air bar) and slowly return to 35 psi (2.4 bar) and the
valve is opened and then reclosed, the turnvalve should be at the minimum setting.
unloaded pressure will fall to approximately 40
psi (2.75 bar) and then slowly return to 35 psi 10. If a compressor capacity test is to be done;
(2.4 bar). open the main air valve, and set the volume
control turnvalve to maximum. Run the capacity
4. After warm-up, increase engine idle to the test.
full rated speed (1800 rpm). The inlet valve
should be closed and the turnvalve at minimum NOTE!
setting. A capacity test must be run with main air valve
totally open and the proper size downstream
5. Adjust the needle valve on the back of the orifice installed.
air inlet until air can be detected coming out of
the muffler located below the needle valve. The
receiver pressure will be approximately 35 psi
(2.4 bar). If compressor hunts or running blow-
down valve cycles open and closed, decrease
the amount of air escaping from the muffler by
turning the needle valve clockwise. Receiver
pressure will remain at 35 psi (2.4 bar).
6. Open the main air valve. Turnvalve should

Page 62
Compressor components applicable to low vent through the muffler to atmosphere.
pressure dual poppet inlet valves with the vari-
able volume control option. Minimum Pressure Valve
Closed when receiver air pressure is less than

START UP 50 psi (3.5 bar). Opens when receiver air pres-
sure is greater than 50 psi (3.5 bar).
To reduce parasitic load to a minimum during
machine start-up the compressor intake can be QBI - Regulator
restricted during initial compression cycle. The
poppet valves will be held partially closed, limit- No function.
ing the entry of air to the compressor intake.
Three Way Valve (N.O.)
Bypass Solenoid (N.C.)
Solenoid is energized through the idle run tog-
Normally open, the bypass solenoid is ener- gle switch. Air passes to the unloaded pressure
gized during machine startup. Air pressure control valve and the double check valve to
passing through restriction partially closes the maintain minimum turnvalve setting and
inlet control valves to reduce the air volume receiver air pressure at approximately 35 psi
delivery. (2.4 bar).
Poppet Valve Turnvalve
Initially, the poppet valve will open slightly due Is held to minimum setting for low volume air
to the vacuum created by the compressor rotor delivery when the three way valve is energized.
screws. When receiver air pressure built to
approximately 35 psi (2.4 bar), the unloaded
pressure control valve opens, enabling air pres- RUNNING - COMPRESSOR LOADED (AIR
sure to close the inlet valves. Small air will bleed ON TO DRILL A HOLE)
through the needle valve muffler.
The main requirement is for a rapid build up of
Needle Valve air to achieve system air pressure in the short-
est possible time. Therefore, the poppet valve
Adjustment of this valve to be 1/8 to 1/4 turn should be fully open.
open is essential for poppet valve control.
Bypass Solenoid
Subtractive Pilot
De-energized and closed during run mode.
Remains closed during start-up.
Poppet Valve
Running Blowdown
Full open in a loaded condition.
Pilots open as the unload pressure control valve
opens. Air will vent to atmosphere through a Needle Valve
muffler to control the receiver air pressure to
approximately 35 psi (2.4 bar). Air pressure drains to atmosphere through the
vent muffler and shall not be continual passing
Final Blowdown during a compressor loaded application.

Subtractive Pilot Valve Vacuum tests as they apply to volume configu-
ration.
Is closed when receiver air pressure is less than
80 psi (5.5 bar). When the receiver air pressure Numbers quoted are based at sea level condi-
rises to the setting or 80 psi (5.5 bar) a reduced tions and require altitude correction factors per-
air pressure will close the inlet valves. tinent to specific altitude and climactic
conditions.
Running Blowdown
Numbers quoted reflect a new 2600 cfm factory
Has no pilot signal from the subractive pilot installed air compressor using two inlet control
valve. Blowdown valve is closed, no air shall be valves operating at the machine specific engine
venting through the muffler to atmosphere. rated high idle speed.
Final Blowdown
COMPRESSOR OUTPUT VACUME READING
vent through the muffler to atmosphere. 2674 CFM -1.0 HG
2519 CFM -4.6 HG

QBI - Regulator
2128 CFM -8.6 HG
Supplies reduced air pressure at a various rate 1634 CFM -13.0 HG
to the turnvalve thru a double check valve.
Operators control the QBI regulator. This regu-
lates the turnvalve opening and compressor vol-
ume delivery.
Three Way Valve
De-energized to close so that no air is delivered

to the unloaded pressure control valve or the
turnvalve. (QBI exception)
Open while receiver air pressure is greater than

50 psi (3.5 bar) allowing air flow to the drill pipe
and drill bit.
Drill Bit Restriction
Nozzle size or orifices in the air delivery restrict

air flow. Check with drill bit manufactures for
appropriate nozzle sizes for the mine specific
drilling conditions.
Optimum air flushing during the drilling cycle

shall be greater than 4000 fpm and up to 9000
fpm of uphole velocity. Refer to charts provided
in the Introduction to blasthole drilling manual
(023501-012).
Page 64
The dual poppet valve on D90KS and 1190D
machines is opened with vacuum when the
compressor begins to turn.
Poppet valves close during start up as air is

directed throught the compressor bypass sole-
noid.
Poppet valves close during standby when the

subtractive pilot valve opens at regulated pres-
sure.
When the poppet valve is closed vacuum

should not exceed 26” Hg. A supply hose from
the compressor discharge returns air to the pop-
pet valve and compressor inlet through orifices
to maintain 26” Hg.
RETURN ORIFICES
Excess air blows to atmosphere through the

running blowdown valve.
Page 66
Compressor vacuum greater than 26” Hg with
the poppet valves closed subject the rotors and
bearings to move inside the housing resulting in
shortened compressor life.
It is recommended to maintain less than 26” Hg

with the compressor unloaded in all environ-
ments.
Dual poppet replenishing redirects running blow

down air discharge to recirculate to the com-
pressor inlet.
DUAL POPPET REPLENISHING 8/04
A ball valve and check valve arrangement on

the compressor inlet and air filter piping enable
inlet vacuum calibrations according to machine
options.
Dust collector filter cleaning and lubrication sys-

tems air pump require air to operate the compo-
nents.
Open the ball valve to meet the required air con-

sumption of the dust collector and lubrication
system. Filtered air is introduced through the
closed poppet valve.
Redirecting the running blowdown valve to the

poppet inlet assures appropriate vacuum when
the poppet valves are closed.
A ball valve and check valve arrangement on

the compressor inlet and air filter piping allow
for variable inlet vacuum calibrations according
to machine options.
Page 68
ROTARY DRILLING
GENERAL
Drill bits are consumable items attached to a drill string and utilized to advance the drill string into
earth formations for the purpose of making a blasthole or well hole. Many brand names exist in the
market. It is the users choice to purchase the best bit to optimize drill production in the mine specific
ground conditions.
DESCRIPTION
Principals of rotary drilling are quite simple. There are three main elements, air delivery, rotation
speed and torque and lastly feed force otherwise known as pulldown. The volume of air and the
operating pressures are essential for a successful blasthole.
DRILL BITS
The three most common rotary drill bits are the 3 and 4 wing drag bit, the roller or tri cone bit and the
claw type drill bits.
NOZZLE
SKIRTS
4 WING AND 3 WING

DRAG BITS WITH OR
WITHOUT REPLACEABLE ROTARY CLAW BIT
CARBIDE INSERTS ROLLERS
REPLACEABLE CARBIDE
ROTARY ROLLER BIT BULLET STYLE CUTTERS
MILL TOOTH ROLLERS AND
CARBIDE BUTTON ROLLERS
Each application drill bit type by manufacture is designed with limitations. The limitations could be
rotation speed, feed force and air flushing. Bit manufactures design variations to with stand and per-
form in differing strata.
Air Delivery
Optimum drill cutting removal is based on proper drill pipe diameter in relation to drill bit diameter
(hole size). Annular area is the difference of area between the drill bit and drill pipe diameters.
Rotary Drilling Page 69

ANNULUS
DRILL CUTTINGS HAVE TO EXIT THE HOLE

IN ORDER TO ENABLE THE BIT TO PENETRATE
IN THE GROUND FORMATION
AIR VELOCITY CHARTS ARE USED TO UP HOLE

CALCULATE BAILING AIR VELOCITY VELOCITY
ANNULUS + 5000 FPS
IN GENERAL BAILING VELOCITY SHALL BE AREA - 10,000 FPS
GREATER THAN 5000 FPS (25m/s) UP TO OPTIMUM
10,000 FPS 50m/s)
INSUFFICIENT CLEARANCE >10,000 FPS
BINDS ROTATION DURING THE DRILLING

CYCLE
CREATES RESISTANCE TO TURN THE BIT

GENERATING HIGHER TORQUE, TIGHTER
THREADS AND LESS POWER
CREATES AIR FLOW RESTRICTION AND

EASIER PLUGGING OF THE DRILL BIT
REQUIRES HIGHER FEED SYSTEM

OPERATING PRESSURES
ACCELERATES WEAR IN ABRASIVE ROCK

CONDITIONS DUE TO INCREASES UP HOLE
VELOCITY
EXCESSIVE CLEARANCE <5000 FPS
ENABLES BIT TO BE UNBALANCED IN THE

HOLE
LEADS TO HOLE DEVIATION
ALLOWS CUTTING TO FALL BACK INTO HOLE
INCREASES BIT WEAR DUE TO CUTTING

REGRIND
INCREASES BIT SUB WEAR TO CUTTING

REGRIND
REDUCES PRODUCTIVITY BECAUSE OF

CUTTING REGRIND
Table 1 and 2 are examples of up hole velocity. This process is used to establish a proper annulus
area and sizing the drill bit, drill pipe dimension and compressor size to suit the operating condition.
Page 70
Table 1: 1300 CFM COMPRESSOR 6 IN 152 MM DRILL PIPE
BIT 3500 4500 5500 6500 7500 8500 9500 10500 11500
DIAMETER
9 IN
229 MM
8 5/8 IN
219 MM
7 7/8 IN
200 MM
7 1/2 IN
190.5 MM
9 inch (229 mm) drill bit with 6 inch (152 mm) drill pipe = 5200 FPM uphole velocity.
8 5/8 inch (219 mm) drill bit with 6 inch (152 mm) drill pipe = 6200 FPM uphole velocity.
7 7/8 inch (200 mm) drill bit with 6 inch (152 mm) drill pipe = 10,600 FPM uphole velocity.
7 1/2 inch (191 mm) drill bit with 6 inch (152 mm) drill pipe = 11,400 FPM uphole velocity.
Table 1 is a typical D50KS low pressure application machine based on dimensions shown.
Table 2: 2600 CFM COMPRESSOR 8 5/8 IN 219 MM DRILL PIPE

BIT 5500 6500 7500 8500 9500 10500 11500 12500 13500
DIAMETER
12 1/4 IN
311 MM
11 1/4 IN
285 MM
10 5/8 IN
270 MM
12 1/4 inch (311 mm) drill bit with 8 5/8 inch (219 mm) drill pipe = 7200 FPM uphole velocity.
11 1/4 inch (285 mm) drill bit with 8 5/8 inch (219 mm) drill pipe = 10,300 FPM uphole velocity.
10 5/8 inch (270 mm) drill bit with 8 5/8 inch (219 mm) drill pipe = 12,400 FPM uphole velocity.
Table 2 is a typical D90KS low pressure application machine based on dimensions shown.
• Factor in altitude corrections as needed.
• Factor in the ground formation, density and abrasiveness of the drilled material.
• Factor in volume control.

Inspecting Drill Bits
Inspect drill bits at the beginning of each shift and as needed according to rock strata. Replace worn
or damaged drill bits. Besided lost production damaged drill bits can affect rotation system compo-
nents and stress the hydraulic system.
In relation to air systems the main factors are air volume and uphole velocity and working air pres-
sure. All components must be balanced in order to optimize the drilling costs.
SHANK WITH
TAPERED API THREAD
NOZZLE
SCREEN TUBE
BIT LEG
AIR COOLING
CHANNEL
THRUST BUTTON ROLLER BEARING
TOP BEARING BALL BEARING

CONE
REAR AXIAL BEARING
Nozzle selection is a machine specific and site specific requirement.
Nozzle Selection
Nozzles are designed to regulate high energy air at the intersection of adjacent cones to ensure
removal of loose rock cuttings and direct air to the bearings for cooling and dust removal.
Careful consideration must be given as to the correct nozzle size to ensure correct operation of the
drill bit.
Should the nozzle size be too large in diameter the pressure drop across the drill bit will be too
small. This will result in a larger proportion of air flow being directed through the nozzles and a small
proportion being directed to the bearings for cooling. Cutting material can be forced into the bearing
area reducing the service life of the bearings.
Page 72
1160 CFM
200 CFM
TO THE BEARINGS
If the nozzle sizes are too small in diameter the air pressure inside the drill bit will be too high caus-
ing the compressor to frequently unload resulting in poor flushing and drill performance.
Air Pressure Differential
1. Blow air to atmosphere through drill pipe and bit with nozzles. Check working air pressure
gauge.
2. Blow air to atmosphere through the rotary head top sub without drill pipe and bit. Check working
air pressure gauge.
Consult your local bit supplier for recommended nozzle sizes.
Adjust nozzles sizes accordingly.
Remove And Replace Nozzles
1. Clean the area around the spring pins and nozzles.
2. Drive the spring out using a 3/16 (5 mm) punch.
3. Remove nozzle from housing
4. Clean nozzle housing
5. Insert new nozzle into housing ensuring that the groove on the nozzle is aligned with the pin
hole.
6. Replace spring pin ensuring that the head of the spring pin is flush with the bit surface.

Page 74
AUXILIARY AIR There are many sizes and styles used in the
industry. The concept is common throughout.
COMPONENTS
Dust collection systems have to be tuned for
the ground conditions and material being
GENERAL drilled. Certain applications require special
attention to customize the dust collecting com-
Sandvik Mining and Construction blasthole drill- ponents. One size dust collector will not fit all
ing machines are specified to meet our cus- applications.
tomer’s needs.
Dust Collection And Dust Suppression
The following optional equipment is made avail-
able to assist the drilling or maintenance func-
tions of most of the drill product line:
• Dry Dust Collecting Systems dustoptions.tif
• Automatic Thread Greasing System
• Hydraulic Tank Pressurization
• Automatic Lubrication Systems
• Blow Down Cleaning Attachments
• Bit Lubrication System The typical dust collector on our machines is

the Drilplex model with 4, 5, 6 or 8 elements.
• Chain Lubrication System**
DESCRIPTION
Suppressing drilling dust is a mandatory part of

equipment operator safety. The two available
means for suppressing drill dust are:
• DRY DUST COLLECTING systems by way

of seals, curtains, suction fan, filter media,
collection box with a manual drop vent
• WATER INJECTION systems with seals,

curtains, various water tank sizes and a
water pump with relief valve.
Daily and when required maintenance for either Dust filters must have a good seal to the hous-
system is the responsibility of the end user. ing. Each filter must be hand tightened with a
sealed wing nut.
Dry dust collection systems are one means of
suppressing fine drill dust particles omitted dur- A loose filter, bad filter seal or damaged filter
ing the drilling cycle. element will emit dust out the fan housing. Dust
Auxiliary Air Components Page 75

blow by will damage dust collector fan and fan Regulated air is directed to flushing valves and
housings. electric solenoids inside the dust collector.
Maintain good door seals. Tighten each door to

maintain adequate vacuum inside the dust col-
lector.
The filters are purged with regulated air from

the machines air system. Dust collector regula-
tion is adjustable set to 50 psi (3.5 bar).
RELIEF SOLENOID
FLUSHING
NOTE! VALVE VALVES
VALVES
The dust collector air regulator may be backed
out to zero air pressure for transportation pur-
pose. Adjust the regulator prior to drilling and
dust collecting.
Maintain good door seals. Tighten each door to
LP APPLICATION maintain adequate vacuum inside the dust col-
REGULATOR lector.
Flushing valve repair kits are available. Electric

power to the solenoids is a timed system by
means of a circuit board.
HP APPLICATION
REGULATOR
x
DCT
50 A This sealed dust collector timer junction box

PSI houses the circuit board. The timer distributes a
F
off time and on time sequence to one filter at a
A time.
90 • Adjust on time to enable a quick burst of air
PSI F to the dust filter. The on time shall be 300
A ms.
F • Adjust the off time according to material col-

lected. Typical setting is 6 seconds off time.
)(
DUST CONTROL SYSTEM
Page 76
The circuit board powers one solenoid and LED
per flushing valve. The LED illuminates to indi-
cate when it receives a on cycle.
Maintain good door seals. Tighten door to mini-

mize dust and water entry.
A hydraulic motor and fan enable vacuum

inside the dust collector housing. The motor
speed is partially responsible for dust control.
Operators use a cab mounted control lever or

electric switch to turn the dust collector or water
injection systems on. Additional controls allow
dust hood and dust hood door options.
Fan speed shall not exceed 3000 rpm. Faster

fan speeds may over load the filters and not let
the filters clean adequately.
Adjust the speed according to ground material.
Turn the dust collector fan off between rod

changes. Better filter cleaning occurs when the
fan is not turning.
Dust Hood The drill dust collecting system with fan motor
speed, air pressurization, and electrical timed
Cylinder actuated dust hoods and dust hood pulse settings are detailed in service literature
doors allow adequate seals for dust suppres- 007702-000.
sion under most drilling conditions.
Automatic Thread Greasing System
Depending on application, dust skirts may need
to be modified. The old method of operators applying thread
grease to the drill pipe with a brush still exists.
It may be necessary to use two dust skirts and
overlap them at the corners to enable a relief New concepts allow the operator to remain in
for drill cutting accumulation. the operator cab and still apply thread grease
the drill pipe.

Special drill pipe thread grease can be pumped Adjustable flow control valves at this pump to
by air actuation through hose and adapters meter regulated air pressure to the grease
onto the drill pipe thread box or pin ends. pump and to the injector nozzle located near
the table bushing.
Brand name thread grease:
Lock flow control valve position.
• Texaco Threadtex
Regulated air pressure for this pump is
• Kopper Koat by Jet lube
between 80 up to 100 psi (5.5 - 6.9 bar)
• J89 by Jet lube
THREAD GREASE SYSTEM
• Copper - Part Number 024178-003
x
Metered air directs thread grease to drill pipe
threads near the table bushing.
100
PSI
POSITION GREASE NOZZLE
TO DRILL PIPE THREAD
)(
)(
)(
ADJUSTFLOW
CONTROL VALVES
FOR AIR AND GREASE
DELIVERY
Daily and when required maintenance for the

Add thread grease to the container, position the thread grease system is the responsibility of the
follower plate and pump into the grease and end user.
secure the container cover.
Hydraulic Tank Pressurization
All of our blasthole products have air regulation

components on the top cover of the hydraulic
reservoir.
ckthrgrsr.tif Hydraulic tank pressurization serves two main

features.
• Maintain a Positive Pressure Into The Pump
Inlet
• Assist In Contamination Control
Page 78
Bit Lubrication System
Low pressure application machines may be fit-

ted with 2 sizes of reservoirs holding 10 gallon
(38 liter) or 30 gallon (114 liter) of special lubri-
REGULATOR
cant oil referred to as rock drill oil.
RELIEF VALVE
When selecting an oil to lubricate bit bearings it
is recommended to consider the following;
• Ambient Condition
• Operating Temperature
HYDRAULIC TANK The lubrication cycle may be adjusted for oil

PRESSURIZATION
quantity or flow and a timed cycle to inject. Oil is
injected into the air system after the service
Machines operating in altitudes above 4000 valve.
feet (1200 meters) will need to alter the stan-
dard air pressure spec of 5 psi (.3 bar). TIMER
(LTR)
Service literature 004756-000 details the
RDOregulation.tif
adjustment setting procedure for hydraulic tank FILTER AND
air regulation parts. SOLENOID
x REGULATOR
RAP
10u PUMP
40u
x
HYDRAULIC TANK 5u
5-7 12
AIR REGULATION
PSI PSI
Service literature 011362-000 details the
adjustments available to operator and mechani-
Daily, when required and 500 hour mainte- cal personnel. Tune the oil injection rate to pro-
nance for hydraulic reservoir pressurization vide a fine mist or a slight visual film of oil inside
system is the responsibility of the end user. the drill pipe or drill bit rollers.
When servicing the hydraulic reservoir with new With the machine running the lubricator air reg-
oil open the ball valve to vent residual air pres- ulation system should be stable at 60 psi (4 bar)
sure. This is recommended practice to prevent
gasket or seal damage to the cover and inlet Factory setting on the flow control valve is 10
supply connections. turns out or 1/2 piston volume.

Lubricator timers have adjustable on and off To fast cycle times will over load the piston
time cycles. Timer relays are located in the springs. Spring breakage may occur which will
lubricator junction box or cab junction box. lead to loss of oil flow to the drill bit.
• ON cycle is the durationof time regulated air During normal operating rock drill oil will be
pressure is directed to the lube pump and visual inside the drill pipe connections. It is nor-
should be set for 2 second intervals mal to use 1 quarts (.95 liters) per hour of oil
during the drilling cycle.
• OFF cycle is the time between oil injecting
and should be set for 6 to 10 second inter- Automatic Grease System
vals
All point lubrication grease systems are avail-
able to lubricate cylinder pins, bushings, and
rotating bearings for sprockets.
x
Points that are not lubricated by the automatic
system and require manual lubrication are:
• Rotating Drive Shaft Yoke and U-joint

60
PSI Assemblies
• Feed System Traveling Carrier Sprockets

5u LTR
• Air Swivel Joint On Rotary Head Air Piping
LS
This system may be manual, electric or progra-
mable.
DTH LUBRICATOR SYSTEM
Daily maintenance is required. Use sealed and autogreaseparts.tif

approved clean containers for transporting rock
drill oils.
Contaminants inside the lubricator tank may

block oil flow to the pump supply port.
Lubricator Pump 011353-000 Service Manual

literature details the pump service procedures.
NOTE!
Allow adequate pump chamber fill time for the
viscosity of rock drill oil being used.
To fast pump cycle times will not allow some Depending on compressor application the items
grades of rock drill oil (due to viscosity and tem- shown here may be configured slightly different.
perature) to completely fill the pump chamber.
The grease pump requires air line lubricant and
reduced air pressure. A solenoid will open air to
Page 80
the grease pump from either the electric timer The chain lubricant can be petroleum based,
or the program module. engine, machine or chain oil proper for the
ambient operating condition may be used. Syn-
Electrical power is 24 VDC and may be cali- thetic oil may be utilized in sever operating con-
brated to inject grease on a preset timed inter- ditions.
val.
In normal conditions a SAE 20 to SAE 40
Service literature 006113-000 details grease weight lubricant is sufficient.
system components.
Daily inspection of oil capacity is a must to
assure lube pump does not draw air and loose
prime. Fill the reservoir as needed based on oil
consumption.
x
(HP)
(LP)
PUMP
60 -80
PSI
REGULATED AIR
SUPPLY
SOLENOIDS
)( LT
LS
AUTOMATIC IMMERSION
GREASE SYSTEM HEATER
Daily and when required maintenance is the 023192 RESERVOIR ASSEMBLY

responsibility of the end user.
Chain lubrication systems are air activated with
Open the water separator drain tap daily to
reduced air pressure from the reservoir.
empty collected condensation.
Expected air pressure shall be 60 to 80 psi to
operate the pump.
It is recommended to fill the lubricator bowl
daily with a quality airline lubricant, SAE 10w or
Four nozzles positioned in the mast are pointed
an equivalent air line lubrication oil.
toward pull-down and hoist chains to spray
lubricant according to operator control.
Chain Lubrication System
Operators control the chain lube cycles by a
Chain manufacturers prefer to lubricate moving
cab mounted double throw toggle switch.
chain sections with a low volume of chain lubri-
cant.
Coalescing filter spare part number 022462-
001 may be connected in line for any of the
mentioned air regulated components.
023182 CHAIN LUBE GROUP
The feed system must be free to travel full

travel up and down the mast to perform proper
chain maintenance.
Control the toggle switch to air mode while

operating feed full travel. This cycle pre-cleans
the chains with compressed air.
Control the toggle switch to oil mode while

operating feed full travel. This cycle lubricates
the chains with oil.
Operate the toggle switch to air mode while

operating feed full travel. This cycle purges oil
from the mast hoses.
Air Line Filtration
Arctic and cold ambient conditions may require

air line filtration to separate condensation mois-
ture in the dry air supply lines.
Page 82
TROUBLESHOOTING LOW PRESSURE COMPRESSOR
SYSTEMS
SYMPTOM PROBABLE CAUSE ACTION

Machine shuts down with air demand Air end low oil pressure and/or high air/ Check air/oil discharge temperature
present oil temperature switch may be defective switch.
Check optional low oil pressure shut

down switch on lube manifold
Airflow through oil cooler insufficient Check fan RPM, system pressure and
flow
Low oil level in receiver tank Check center sight gauge on receiver
tank and see if oil is in center
Dirty oil and filters and clogged filters Change oil and filters
Incorrect oil for ambient condition
Faulty thermostats Remove thermostats and check
Faulty safety shut down circuit Check shut down switches
Pressure by-pass valves open Remove and check by-pass valves
Machine will not build up full discharge Check service lines for external air leaks,
pressure open valves and/or bad hoses in control
circuit including dust collector systems
Dirty air filter Check air intake filters, change if needed
LP regulator, Pressure reducing regula- Check pressure regulator diaphragm(s)

tor and Subtractive pilot valve for damage, repair and adjust if needed
Machine will not build up full discharge Defective LP pressure regulator Repair or replace regulator
pressure (continued)
Faulty minimum pressure valve Remove and inspect minimum pressure
valve for movement, check seal and
repair as needed
Running blow down valve Remove, inspect and repair as needed
Shutdown blow down valve Remove, inspect and repair as needed
Air demand greater then supply Compressor not sized correctly for drill
application
Stuck inlet valve Check free movement, stroke adjust-

ment and settings of inlet valve
Check orifice in bleed muffler on control

cylinder applications
Ice build up in control signal hoses,

install a 022462-001 coalescing filter
Troubleshooting Low Pressure Compressor Systems Page 83

Improper unloading with excess pres- Pressure regulator(s) Check pressure regulator(s) setting.
sure buildup causing tank safety relief Repair or adjust as needed
valve to open
Butterfly air inlet control Check adjustment and settings of inlet
valve
Jammed control linkage
Control cylinder sticking or defective
Adapter plate Plugged 3/32” orifice in adapter plate
Unload stop screw Unloaded stop screw adjusted too far

“in” allowing intake valve to be open too
much
Poppet inlet control Incorrect setting of subtractive pilot valve
Incorrect synchronization between sub-

tractive pilot and pressure reducing regu-
lators. Adjust to spec.
Insufficient air delivery Intake filter Check filter and change as needed
Separator filter Plugged air/oil separator, change as

needed
Pressure regulator Check, adjust or replace as needed
Engine Check high idle speed
Inlet valve Check inlet valve. Inlet valve may be

stuck closed
Regulating valve synchronization Pressure settings of subtractive pilot and

pressure reducing valves out of range
Running blowdown valve Check, clean, rebuild as needed
Shutdown valve Check, clean, rebuild as needed
Control line Check for plugged, loose or leaking con-

trol line(s), condensation freeze up.
Excess oil consumption Separator element Plugged scavenge line strainer or fixed
orifice
Damaged separator element(s)
Hold down nut on element not at 50 FT

LB (37 Nm) torque
Oil Incorrect oil
Foaming of oil
Oil level too high
Contaminated oil, drain, flush and refill

complete system per procedure
Page 84
Compressor overheating Oil cooler External surface dirty
Plugged or partially plugged with dirt

build-up
Weather Oil jelling in cooler due to cold weather

conditions.
Cooler may need covered or a oil viscos-
ity correction for the ambient conditions
Thermostats Broken or incorrect temperature rating

for ambient condition
Worn out, replace as needed
Oil Low sump oil level
Incorrect oil for ambient condition
Oil contaminated with water or other

matter
Mixing of two different oils
Cooling fan Low fan speed, check RPM
Low fan system pressure
Fan pump oil flow to fan motor low
Bad fan motor
Worn out fan blades
Engine RPM low
Fan direction is CCW acting as a

“sucker”
Fan shrouding on cooler letting air

around fan blade slip
Faulty hydraulic hoses from fan pump to

fan motor
Faulty oil stop valve
Compressor Plugged bearing injection lines
Collapsed hose or restriction in oil cool-

ing hosing
Compressor system will not shift to dif- Control circuit electrics Defective solenoid valve or dirt in valves
ferent pressure settings load/unload solenoid control
Defective “load/unload” toggle switch
D90KS series machines only
Defective wiring from switch to solenoid
Pressure regulator adjustment
Defective poppet inlet control, regulator

adjustment
Troubleshooting Low Pressure Compressor Systems Page 85

Compressor oil dumps out air filter dur- Improper shutdown procedure Machine shutting down at high idle RPM
ing shutdown during loaded drilling condition
Compressor components Faulty oil stop valve
Faulty discharge check valve
Foaming oil
Oil level in sump over full
Sandvik Mining and Construction

13500 NW County Road 235
Alachua Florida 32615
386-462-4100
Page 86
SERVICE LITERATURE 006307-000 Air Cleaner Engine/compressor
006477-000 Compressor Clutch Assembly

GENERAL 007702-000 Dust Collector Service (Driltech)
This section will give reference material specifi-
008674-000 Taperlock Bushing Installation
cation numbers for high pressure and low pres-
sure air systems that are available in Sandvik
010119-000 Air Inlet Valve Adjustment
Mining and Construction blasthole service pro-
cedures.
010756-101 Dust Collector Service (Tipton)
DESCRIPTION 011060-000 Centralized Lubrication
When componets adjustments or repairs are 011353-000 Dth Lube Oil Pump Instructions
needed it is advisable to use the service proce-
dures. 011362-000 Lube Oil Injection Instructions
This section may be updated as new proce- 012457-000 Lp Air End Shaft Seal Instructions
dures are written.
015702-000 Dms Instructions/troubleshooting
001036-000 Air Cleaner
016708-000 Air Cleaner Engine/compressor
001044-173 Lp Air End Shaft Seal Instructions
017144-000 Connector Expansion Instructions
001111-000 Swivel Seal Housing Packing
017239-000 Air End Shaft Seal Instruction
001217-000 Air Piping Swivel (Chiksan)
001217-001 Air Piping Swivel (Dover)
0019602-052 Turn Valve Assembly 90 Series
001658-000 Hydraulic Tank Pressurization
020247-000 Dust Collector Service (Qmp)
001670-002 Pressure Relief Vent
020845-001 Dual Poppet Inlet Valves 90 Series
001958-121 Hp Air End Shaft Seal Instructions
020965-000 Drill Monitor System Dms
002428-000 Air Filter/regulator Instructions
003751-000 Side Mount Swivel (Crs) Instruc-
tions 021531-001 Dms Dip Switch Chart
004320-000 Air Inlet Valve Adjustment 021740-000 Cooler Assembly
004756-000 Hydraulic Tank Pressurization 023260-01A Variable Speed Control
006113-000 Centralized Lube Systems
006113-010 Centralized Lube Systems
Appendix 1 - Air Systems Service Literature - Page i

7-28-97
HYDRAULIC VANE MOTOR force the shaft to rotate in a clockwise direction.
(001011-000) MAINTENANCE
The internal parts of this motor are lubricated by

the operating fluid, therefore, preventative main-
GENERAL tenance is limited to keeping the fluid in the sys-
tem clean. Dirt should not be allowed to
The following pages cover the description, oper- accumulate on the motor or around the shaft
ation, removal, maintenance overhaul and seal. All fittings and bolts should be tight.
installation instructions for this vane type
hydraulic motor. In the event the pump does not perform prop-
erly or a malfunction occurs, refer to the “Trou-
bleshooting Chart” before proceeding with an
overhaul.
DESCRIPTION
This vane motor consists of four basic compo- TROUBLESHOOTING

nents: the housing or body, a shaft and bearing,
end cap, and a rotating group consisting of; a
rotor, vanes, vane springs, cam ring, bearing, The following table lists some of the difficulties
port pressure plate,. which may be experienced with this vane motor.
The table indicates the probable cause and pos-
sible remedies for the problem listed.
END CAP BODY
REMOVAL and INSTALLATION
The following instructions are general and

should only be used as a guide in removing and
installing this component.
To remove the motor, proceed as follows:

ROTARY GROUP SHAFT & BEARING
1. Stop the engine and allow the hydraulic oil
to cool. Disconnect the battery ground cable
and tag the ignition switch to inform others of
OPERATION the maintenance taking place.
2. Clean the area around the motor and hose

During operation, pressurized oil enters one of connections.
the ports in the end cap and is directed to both
sides of the cam ring assembly through cast 3. Tag, disconnect and cap the hoses at the
ports in the end cap and port plate assemblies. motor. Plug the ports to prevent contamination.
The pressure applied against the vanes forces
the rotor to turn and at the same time rotates
the shaft. As the rotor turns, the oil moves to
the discharge ports in the port plate and end
cap. Oil entering the “A” port of the end cap will
001011-000 (SHEET 1 OF 5)
7-28-97
Problem Cause Remedy

External Leakage a. Seal failure. a. Replace seal.
b. Porosity in casting. b. Replace casting.
c. Damaged or defective seal between c. Replace seal.
housing and end cap.
Leakage at Fittings a. Cracked or damaged flange or fittings. a. Replace flange or fittings.

b. Damaged or defective flange threads. b. Replace flange.
c. Damaged or defective O-ring seal. c. Replace O-ring seal.
d. Burr on mating surfaces. d. Remove burr.
Loss in Speed Under a. Low inlet pressure. a. Check pressure.

Load b. Scored port plate or end cap. b. Relap flat to clean-up.
c. High oil temperature.
Poor Speed Control a. Worn rotating group. a. Replace.
Motor Fails to Start a. Insufficient torque. a. Increase relief valve setting.

Turning b. Excessive motor leakage. b. Check flow from motor outlet. Pressure not
loading plate causing plate to move away from
cam ring.
c. Worn rotating group. c. Replace.
d. Defective O-ring on O.D. of port plate. d. Replace O-ring.
Shaft Play a. Worn bearings. a. Replace.
Excessive Noise a. Worn or damaged rotary group. a. Inspect for excessive wear.
VANE MOTOR TROUBLESHOOTING TABLE

4. Securely support the motor with a suitable
Drain all fluid from the motor and thoroughly
lifting device before removing the motor attach-
clean the exterior surface. Prepare a clean, lint
ing hardware.
free surface on which to place the internal parts
for inspection.
5. Before installing the motor be sure the
mounting sufaces of the motor are clean.
6. Once the motor is installed, fill it with clean Disassembly

hydraulic fluid.
Disassemble the motor as follows:
7. Start the machine and check the fittings at
the motor for leakage.
1. Drain all fluid from motor and thoroughly
clean exterior surface.
OVERHAUL 2. Match mark the motor end cap and body.

Secure the pump in a vise with the shaft
extended down.
General
3. Remove the four screws (1) and lift off end
cap (2).
The instructions contained in this section cover
a complete disassembly, inspection and assem- 4. Remove seal (3) from end cap (2).
bly of the motor. Also in this section is informa-
tion for changing the shaft and shaft seals. 5. If necessary, remove needle bearing (4)
001011-000 (SHEET 2 OF 5)
7-28-97
from end cap (2).

8 9 11
6. Remove the dowel pin (5) that secures end
cap (2).
12
2 6
1
10
NOTE !
Examine ball bearing (12B) for wear before
removing it from shaft (12C). Apply light pres-
4 3 5 sure to the outer race and rotate to check for
wear or cracks and excessive looseness.
Remove the bearing from the shaft if dam-
7. Thread two #10-24 screws into the two aged. Inspect the shaft for damage, especially
tapped holes provided as puller holes in cam the seal surface for the shaft seal. Omit the next
ring (6) and remove the rotating group assem- procedure if bearing removal is not required.
bly.
NOTE !
If resistance is encountered while pulling the
cam ring out, lightly tap the outside of the motor 11
body while lifting. 12B
15
8. Remove dowel (7) from port plate assem-
12
bly (8).
9. Thread two #10-24 screws into the two 12A

tapped holes provided as puller holes in port
plate (8) and remove the port plate assembly.
10. Remove rubber seals (9 and 10). 12C
11. Remove snap ring (11) and remove shaft 14

and bearing assembly (12) from motor body 13
(15).
12. Remove inboard retaining ring (12A) and
001011-000 (SHEET 3 OF 5)
7-28-97
press bearing (12B) off of shaft (12C). Make sure both rings are fully seated in their
grooves.
NOTICE 3. Install felt wiper (14) in motor body (15).
The remaining retaining ring (12A) must be Using a seal driver, press shaft seal (13) into
removed by passing over the bearing sur- place. Grease the seal lips.
face of the shaft and NEVER over the shaft
seal surface. A damaged seal surface will 4. Press on the outer race of ball bearing
cause the shaft seal to leak. (12B) until the shaft assembly is installed in
body (15).
13. Remove felt wiper (14) and shaft seal (13)
from motor body (15).
NOTICE
Do not press on the end of shaft (12).
Cleaning and Inspection 5. Install retaining ring (11) to hold the shaft
1. Wash all metal parts in cleaning solvent assembly in place. Make sure the ring is fully
and dry thoroughly. seated.
2. Inspect seals for wear and brittleness. Dis- 6. On a clean workbench install seals (9 and
card and replace if necessary. 10) on the back of port plate (8).
3. Inspect bearings for wear or flat spots. 6 8 9 11 15
4. If the cam ring has excessive wear ripples,

the rotary group should be replaced. 12
5. Inspect the end cap and body castings for

cracks.
6. Replace the shaft if damaged splines are

present.
10
Assembly
Always lubricate all seals and bearings in clean 7
hydraulic oil before installation. Assemble the
motor as follows: 7. Insert dowel pin (7) in the face of port plate
(8).
1. If removed, install retaining ring (12C) in
the groove of shaft (9) by passing the ring over 8. Thread two #10-24 screws into port plate
the output end of the shaft. Just as in disas- (8) to aid in installing it in motor body (15).
sembly, Do not install the ring over the shaft
seal surface this may damage the seal sur- 9. With the port plate installed, remove the
face causing seal leakage. two #10 screws and install them in the cam ring
of the assembled rotating group (6). Install
2. Install ball bearing (12B) by pressing on dowel pin (5) in the cam ring.
the inner race until the bearing is seated against
retaining ring (12C). Install retaining ring (12A). 10. Lower rotating group (6) into motor body
001011-000 (SHEET 4 OF 5)
7-28-97
(15) making sure that dowel pin (7) seats fully in

the cam ring.
2 6
1
4 3 5
11. Lubricate and press needle bearing (4) into

end cap (2).
12. Lubricate seal (3) and install it on end cap

(2).
13. Install the end cap assembly on motor

body (15) and secure it in place with screws (1).
Alternately tighten two to draw down mounting
cap. Torque all four to 102 Nm ( 75 ft. lbs).
001011-000 (SHEET 5 OF 5)
7-28-97
001011-000 (SHEET 6 OF 5)
3-3-98
AIR END SHAFT SEAL KIT CLEANING AND INSPECTION
(001044-173) 1. Clean all parts thoroughly and scrap off any

remaining gasket material from the sealing sur-
faces.
GENERAL
2
The components of the seal kit are numbered 1
through 4 in the figure shown. Item (1) is the
seal which includes a seat with O-ring, the pri-
mary ring, a rubber bellows and retainer, the 1044173S.TIF
SEAL HOUSING
drive band, spring, and spring holder. The seal
itself is non-serviceable. SEAL SEAT
4
SHIM
3 PACK
REMOVAL
1. Disconnect the shaft seal oil line from the

shaft seal cover.
2. Remove the screws securing the shaft hous-

ing to the air end.
NOTICE
Incorrect axial endplay of the shaft can dam-
age the air end. When the shaft housing is
removed be sure to keep the shim set intact.
3. Remove the shaft housing and retain the

shim pack for installation.
4. The rubber bellows of seal (1) is bonded to

1
the shaft. Break the bond by pushing the seal
towards the air end taking care not to damage
the shaft surface. Remove the seal assembly.
5. Remove retaining ring (3) from inside the

seal housing.
6. Position the seal housing on a flat surface

with the machined surface facing down. Tap
the seat portion of the seal out of the seal hous-
ing.
7. If pin (4) is damaged or sheared, remove it 2. Check the housing bore and the shaft for
from the seal housing with a punch. burrs and sharp edges.
3. Clean the shaft thoroughly with fine emery

001044-173 SHEET 1 OF 2
3-3-98
cloth to remove any dirt. 5. Place gasket (2) on the gear housing face
and install the shim pack.
6. Mount the seal housing to the air end and

INSTALLATION tighten to 18 ft-lbs (24 Nm). Do not allow the
housing to move. This may cause the seal bel-
1. If necessary, tap in spiral pin (4) in the seal lows to grip in incorrect position and shorten the
housing. life of the seal.
2. Lubricate the bore of the housing with 10w- 7. Reconnect the oil supply line and tighten
30 motor oil and press the seal seat with O-ring securely.
over spiral pin (4) into the cover.
3. Install retaining ring (3).
4. Place seal (1) on the shaft.
001044-173 SHEET 2 OF 2
2-14-97
COMPRESSOR SHAFT SEAL 2. Check the oil seal retainer and shaft and
remove any burrs or sharp edges.
KIT (001958-121)
3. Clean the shaft thoroughly with a fine emery
cloth to remove any dirt, grime, metal particles,
etc.
NOTICE
Disconnect the battery and tag the ignition NOTE !
system to warn others of the servicing being For units serial no. 5DH20-1 to 7DH20-150 the
performed. seal must slide over the keyway. Be sure to
round off all sharp edges on keyway before
installing the seal.
Disassembly
1. Remove the outer segment of “V” ring (2) Assembly and Installation
from the shaft.
1. If necessary, press spring pin (6) into the oil
2. Remove the six 1/4” capscrews and the seal retainer.
dust shield. Slide the inner segment of “V” ring
(2) off of the shaft. NOTICE
3. Remove the six 5/16 capscrews and Keep fingers off the dry lapped surfaces.
remove the oil seal retainer. The finish of the lapped face is easily dam-
aged and must be handled very carefully.
4. Remove the remaining components of shaft The lapped face can be identified by the
oil seal assembly (1) from the shaft. The rubber highly polished surface.
bellows (1D) are bonded to the shaft and have
to be broken loose by pushing the whole seal 2. Lightly coat the bore of the oil seal retainer
further down the shaft. If tools are used, care with light clean oil, such as 10W-30 motor oil.
should be taken that the shaft is not scratched Unwrap seat (1A) and take care so the lapped
or damaged in any way. surfaces do not get damaged.
5. Remove retaining ring (5), seat (1A) and 3. Lubricate and install O-ring (1B) in the
spring pin (6) from the oil seal retainer. groove in seat (1A).
4. Align the hole in seat (1A) with pin (6) and

NOTICE gently press the seat into the bore, taking all
Do not remove, loosen or tamper with the precautions necessary so lapped face of seat
1/2” bearing retainer screws. These screws does not get damaged.
maintain the factory set axial end play of the
shaft. 5. Install retaining ring (5) into groove to hold
seat (1A) in place.
Inspection
1. Clean all parts thoroughly and remove all

old sealants, gasket material and other foreign
matter from and around the bearing, retainer
(1F) and oil seal retainer.
001958-121 SHEET 1 OF 3
2-14-97
1/2” BEARING RETAINER SCREWS

OIL SEAL RETAINER DO NOT REMOVE
5/16” CAPSCREWS, 6 EA.
1/4” CAPSCREWS, 6 EA.
DUST SHIELD
SPRING
HOLDER
.10 INCH DEFLECTION AFTER

ASSEMBLY
ITEM QTY. DESCRIPTION

1 1 SEAL ASSEMBLY - shaft
1A 1 SEAT
1B 1 O-RING - 4-1/2 X 3/32
1C 1 RING - primary
1D 1 BELLOWS
1E 1 BAND - drive
1F 1 RETAINER
1G 1 SPRING
2 2 V - RING
3 1 GASKET - dust shield
4 1 O-RING
5 1 RING - retainer
6 1 PIN - spring, 1/8 X 3/8
001958-121 SHEET 2 OF 3
2-14-97
6. Coat the shaft with light clean oil, such as 11. The seal will then be at its proper operating
10W-30 motor oil. height. Install the six 5/16” capscrews and
torque to 18 ft. lbs. or 2.5 kgm.
NOTE !
If the new shaft seal is furnished with spring
holder, it should be discarded.
NOTICE
Inner “V” ring (2) must not touch the oil seal
7. Coat the inside diameter of bellows (1D) retainer.
and the lapped face of seal with motor oil.
12. Lubricate the inside of “V” rings (2). Adjust
the inner ring (2) axially with the lip of the ring
NOTICE facing out, to obtain a dimension of .10” from
The seal assembly must be started squarely the surface of oil seal retainer on which the dust
over shaft by hand force against lapped car- shield and gasket (3) are being mounted.
bon face. If the seal assembly becomes
locked on the shaft, remove carefully and 13. Install gasket (3) and the dust shield using
start over. Excessive force should not be six 1/4” capscrews and torque to 11 ft. lbs. or
necessary for assembly. 1.5 kgm.
8. Install spring (1G) and seal assembly over 14. Install the outer “V” ring (2) with the lip
the shaft with the lapped carbon surface facing toward dust shield and slide onto shaft until
out. Carefully slide seal down until contact with compressed to .35 dimension.
spring is made.
9. Lubricate and install O-ring (4) over the oil

seal retainer.
NOTICE
Oil leakage will occur if the seal the seal
assembly is pushed on the shaft too far,
causing the rubber bellows to grip the shaft
and not allow the spring to exert pressure
between the lapped faces.
10. Install the oil seal retainer over the shaft

and line up bolt holes. Push the retainer down
squarely and slowly against spring force until
the oil seal retainer contacts bearing retainer.
001958-121 SHEET 3 OF 3
2-14-97
001958-121 SHEET 4 OF 3
2-20-97
INSTALLATION OF
TAPER LOCK BUSHINGS
ENGINE COUPLING
(008674-000) FLYWHEEL
SETSCREW
GENERAL
The following procedures describe the KEY
removal and installation of part number
GAP (FROM
004785 taper lock bushings used on the PARTS MANUAL
compressor flex coupling. COMPRESSOR
GROUP) BUSHING
Removal
1. Remove the setscrews from the bushing.

BUSHING TO DRIVESHAFT GAP
2. Insert one of setscrews into the threaded
hole in the bushing. Tighten the setscrew to
remove bushing. 3. Insert the bushing into the hub. Match
the hole pattern. Two (*) of the taper bush-
ing holes placed 180° (*) apart will not be
Installation threaded and they should align with holes in
the hub that are threaded.
1. Clean the shaft, bore, ane the outside
of the bushing and hub of all oil, lacquer,
and dust. DRIVE HUB
(THREADED
FOR BUSHING
2. Apply Loctite #RC/609 to shaft keyway REMOVAL)
and insert the key. Tap the key to ensure it
is seated.
NOTE ! SHAFT KEY

If the compressor shaft is equipped with a
locational spacer, the taper lock bushing COMPRESSOR
must be seated against the spacer. If DRIVESHAFT
spacer is not used, refer to the Parts Manual

UNTHREADED
(Compressor Group) for the proper dimen- SETSCREWS (FOR BUSHING
sion from end of air end driveshaft to the INSTALLATION)
face of the taper bushing.
TAPERLOCK
BUSHING
4. Apply Loctite #242 to the setscrews

and thread them into the half threaded holes
in the hub. Install the hub and bushing on
the shaft.
008674-000 SHEET 1 OF 2
2-20-97
5. Alternately torque the setscrews to the

recommended torque shown in the setscrew
torque table. BUSHING WRENCH
PART TORQUE
NUMBER. Nm (FT-LBS)
6. Use no more than a 6 lb. (**) hammer to
drive a block, sleeve, or drift against the large 004785-001 49 (67)
end of the bushing. 004785-002 49 (67)
004785-003 49 (67)
NOTICE 004785-004 26 (36)
Do not hammer on the bushing or the 004785-005 18 (24)

compressor shaft. 004785-006 49 (67)
004785-007 26 (36)
7. Repeat Steps 5 and 6 until torque 004785-008 26 (36)
wrench reading after hammering is the same 004785-009 62 (84)
as before hammering.
004785-010 49 (67)
004785-011 62 (84)
8. Fill all cavities with grease.
004785-012 49 (67)
* On 004785-011 bushing - holes are 004785-013 105 (142)
120° apart, (3 untapped holes equally
SETSCREW TORQUE TABLE
spaced).
** On 004785-011 bushing - use a 12 lb.

hammer.
008674-000 SHEET 2 OF 2
5-6-97
COMPRESSOR AIR INLET

CONTROL (010119-000) CONTROL CYLINDER LEVER
GENERAL
This topic contains procedures for the removal,
installation and adjusting of the compressor air
inlet control and it’s linkage.
VOLUME
CONTROL
REMOVAL
To remove the air inlet valve assembly proceed 3. Remove the two socket head capscrews
as follows: which hold the bracket to the inlet valve.
1. Loosen the clamps that connect the air inlet 4. Remove the hardware securing the inlet
piping to the air inlet adapter. control cylinder to the bracket.
2. Label the air hoses at the inlet control

cylinder before removing. Cap and plug the ASSEMBLY and INSTALLATION
cylinder and hoses.
Assemble and install the inlet valve assembly as
INLET ADAPTER follows:
CAPSCREWS
INLET VALVE 1.Remove any traces of gasket from the sealing

surfaces of the air inlet manifold, the inlet valve
AIR INTAKE and the inlet adapter.
MANIFOLD
2. Mount the bracket assembly to the inlet
valve with the two socket head screws.
CONTROL
CYLINDER
3. Mount the inlet control cylinder to the
3. Remove the capscrews securing the air inlet bracket assembly.
adapter to the air intake manifold. Remove the
adapter and the inlet control assembly. 4. Slide the cylinder lever onto the shaft of the
inlet valve.
DISASSEMBLY 5. Connect the control cylinder to the cylinder

lever (hand tighten the hardware).
Disassemble the inlet valve assembly as follows:
6. Recalling the approximate gap of the inlet
1. Note the approximate gap of the inlet valve
valve, tighten the hardware securing the cylinder
before removing the hardware securing the inlet
lever to the inlet valve shaft.
control cylinder to the cylinder lever.
7. Adjust the valve closing adjusting screw so
2. Loosen the hardware securing the cylinder
that it touches the cylinder lever.
lever to the shaft of the inlet valve and slide the
lever assembly off of the shaft.
010119-000 SHEET 1 OF 2
5-6-97
2. Install a vacuum gauge to the fitting on the

CLOSING side of the air intake manifold.
SCREW ADAPTER
CLOSING
SCREW
MANIFOLD
VACUUM
TEST PORT
8. Apply a gasket adhesive to one side of the
inlet valve gaskets before installing the gaskets
on the valve.
9. Position the inlet assembly on the air intake 3. Start the machine and adjust the valve
manifold. Remove the hardware securing the closing adjusting screw until a reading of 1 kgs/
cylinder to the lever and operate the lever to cm² (28 inches) is achieved on the vacuum
determine that there is no interference between gauge.
the valve and the intake manifold.
4. Check the groove in the inlet valve when the
10. Install the air inlet adapter and secure it to valve fully opens. When fully opened the angle
the manifold. Tighten the capscrews in a should be between 15 to 20° from perpendicular.
diagonally opposing pattern.
11. Recheck the movement of the valve before

tightening the cylinder to lever hardware. 15° - 20°
12. Reconnect the air inlet piping.
ADJUSTMENT 15° - 20°
Adjust the inlet valve assembly as follows:
1. Before beginning to adjust the inlet valve,

note the position of the groove in the inlet valve
shaft. The angle of the groove equals the angle
of the inlet valve. If the groove is horizontal the 5. Adjust the cylinder rod extension as
valve is closed and should be opened slightly. necessary.
INLET
VALVE
GROOVE
010119-000 SHEET 2 OF 2
2-20-97
AIR PIPING SWIVEL-JOINT plug hole positioned over a suitable container.
CHIKSAN 4. Rotate male component. Ball bearings

should drop out.
(001217-000)
NOTE !
It may be necessary to thin hardened lubricant
with petroleum solvent.
OVERHAUL
5. Separate male and female components
Tools Required: after ball bearings have been removed.
Adjustable wrench, pliers, screwdriver, and vise. NOTICE

Do not damage machined surfaces when
separating components. Protect sealing
Disassembly surfaces at all times.
1. Remove the dust cap on the ball plug. 6. Carefully remove old packing from female
packing chamber using screwdriver.
2. Remove ball plug and o-ring using adjust-
able wrench. NOTICE
Use extreme care in removing old packing to
NOTE !
prevent damage to sealing surfaces.
If castellated ball plug is used, first remove the
cotterpin using pliers.
7. Remove grease retainer from male com-
ponent.
8. Clean all parts with petroleum solvent.
DUST CAP COTTER PIN

MOLDED PACKING
LUBE FITTING
BALL
O-RING PLUG
BALL RACES ANTI- BALL
GREASE RETAINER EXTRUSION BEARINGS
RING
PACKING
CHAMBER
PACKING
MALE COMPONENT SEALING
SURFACE FEMALE COMPONENT
3. Secure female component in vise with ball

001217-000 SHEET 1 OF 3
2-20-97
9. Inspect the parts for excessive wear, cor- 4. Secure female component in vise with ball
rosion or other damage. plug hole on top.
A. Inspect ball races for dents, grooves, 5. Insert male component into female com-
or other damage. ponent.
B. Check male and female components 6. Look through ball plug hole to align ball
for excessive erosion or corrosion. races.
C. Carefully inspect the inside surfaces of 7. Drop balls into races. Rotate male compo-
elbows for evidence of erosion or corrosion. nent, adding balls until both races are filled with
the proper number of balls.
NOTICE • Air Swivel - 1-1/2 inch requires 54 steel
Replace all parts that show evidence of dam- balls 1/4 diameter
age in the ball races, packing seal surfaces,
or other areas. • Air Swivel - 2 inch requires 48 steel balls
3/8 diameter
10. Sealing surfaces must be completely
smooth. Remove minor scratches or pitting by • Air Swivel - 3 inch requires 66 balls 3/8
polishing with fine abrasive. inch diameter
11. Reclean all parts after polishing to remove NOTE !
metal particles and abrasives. Count the number of balls installed in each race
to be certain that exactly the right number are
installed. Incorrect number will cause binding or
excessive wear and reduced pressure or struc-
Assembly
tural capacity.
1. Apply a thin coat of lubricant to ball races, 8. Install a new O-ring on ball plug.
sealing surfaces, and new packing.
9. Insert the ball plug.
NOTE !
Make sure correct lubricant is used for intended NOTE !
service conditions. For castellated ball plug, tighten until snug.
Then, loosen one-quarter turn and insert cotter-
2. Install the new grease retainer on male pin. For hexagon ball plug, tighten to approxi-
component by gently stretching it over the ball mately 50 ft. lbs.
races.
10. Lubricate bearings as follows:
NOTE !
Retainer lip must face away from ball races. A. Use a small, hand-held grease gun to
force small amount of lubricant through fitting.
3. Install new packing in female component
packing chamber. NOTE !
Standard lubricant is Chiksan No. 7.
NOTE !
Anti-extrusion ring must face outward, toward B. Rotate male component 90° (quarter
ball races. turn) and add more grease.
001217-000 SHEET 2 OF 3
2-20-97
C. Repeat step b (above) two more times,

lubricating at each quarter turn.
D. Check smoothness of rotation.
NOTICE
Excessive lubrication can cause swivel to
bind, distort the anti-extrusion ring and dis-
place the packing. Use only enough lubri-
cant to obtain smooth rotation. If the swivel
is more difficult to rotate after greasing than
before, or if lubricant is detected on inside
of primary packing, or if distortion of pack-
ing is noted on inner diameter, dissemble
joint and carefully inspect all seals for dam-
age. Replace damaged seals and any pack-
ing which has been distorted or displaced
into the bore.
11. Install the dust cap.
001217-000 SHEET 3 OF 3
2-20-97
001217-000 SHEET 4 OF 3
02-06-97
AIR SWIVEL
(001217-001)
2. Clean the bearing and seal
surfaces of the swivel joint tail, then install
GENERAL dust seal (2) around in the groove.
The following instructions apply to a OPW/
Dover type swivel joint only.
3. Insert the tail into the

ASSEMBLY
swivel body holding dust seal (2) snug in
groove. Slight hand pressure is required to
force the tail into O-ring (3).
4. Ball grooves in the tail

must be in line with ball holes in the swivel
body to allow easy entry of balls (1) into the
bearing races. Slowly rotate the tail back
and forth as balls are dropped through the
individual holes to fill each bearing race.
5. Thread in ball retainers (5)

until contact is made with the ball, back off
ITEM QTY. DESCRIPTION
slightly.
1 48 BALL - bearing - 3/8”
2 1 SEAL - dust, felt
3 1 O-RING
4 2 NUT - jam
6. Thread jam nuts (4) on
5 2 RETAINER - ball
retainers (5). Hold ball retainers (5) in posi-
6 1 FITTING - grease
tion with an allen wrench while locking the
jam nuts with an open end wrench. Lubri-
cate.
NOTE!
1. Clean the inside of the To disassemble swivel joints, reverse proce-
swivel body carefully. Grease O-ring (3) and dure.
install it in the swivel joint body.
001217-001 SHEET 1 OF 1
02-06-97
001217-001 SHEET 2 OF 1
2-21-97
AIR CYLINDER .
(001690-001)
EXTERNAL
GROOVE
GENERAL
This hydraulic cylinder is used in several
applications. Therefore, the Removal and ROD PRY
CARTRIDGE
Installation topics are not included.
NOTE !
The following procedures are for the cylinders
manufactured by Hydro-Line.
F. Place the new cartridge on the rod end,

OVERHAUL being sure to use a twisting motion as you start
it onto the rod.
Complete disassembly of this cylinder is not
G. Insert the cartridge (now mounted on rod)
required if replacing the rod cartridge or the tube
into head recess.
end seals.
H. Replace the rod cartridge retainer. Tighten
the tie rod nuts to 13.5 Nm (10 ft-lbs) of torque.
1.Replace the rod cartridge seal as follows:
A. Remove the tie rod nuts.
2. To replace the tube end seals proceed as
B. Remove the rod cartridge retainer.
follows:
.
TIE ROD NUTS A. Remove the tie rod nuts at end of cylinder.
B. Separate the head and cap from the ends
of the cylinder.
C. Discard the used seals and clean all parts
thoroughly, including the inside of the tube and
the seal grooves in the head and cap.
D. Lubricate the new tube seals with
TUBE petroleum jelly to hold them in place before
ROD installing them. Make certain the seals are
CARTRIDGE
RETAINER HEAD seated fully into their grooves and against outer
groove diameter.
C. Remove the rod cartridge by inserting a
screwdriver in the external groove. Pry carefully. NOTE !
See illustration. When installing continuous ring type seals, avoid
D. Clean the cartridge recess in the head. stretching the seal.
E. Lubricate the inside of the rod cartridge and When installing split ring type seals, insert the
the outside of the new cartridge prior to seals with CAUTION to avoid stretching. Be
assembly. sure to butt the ends of the seals together as you
begin to seat a seal in a groove. Hold the ends
together and in place with one finger while
seating the rest of the seal with your other hand.
001690-001 SHEET 1 OF 2
2-21-97
E. Let parts dry.

CONTINUOUS RING SEAL F. Apply Uniloc #571 to threads of piston (or
piston nut) and rod. All threads must be
thoroughly wetted by adhesive.
G. Assemble the piston onto the rod. Back off
2 turns and look to be sure threads are covered
with adhesive. Retighten snugly.
PISTON ROD
PISTON
STUD
SPANNER
WRENCH OFF
HOLES
ON
SPLIT RING SEAL
E. Reassemble the cylinder. Tighten tie rod H. Allow adhesive to cure for 30 minutes
nuts hand tight only. before applying test pressure to assembled
F. Torque tie rod nuts in the order shown. cylinder.
G. Recheck the torque 13.5 Nm (10 ft-lbs) in
the same order.
3. To disassemble and assemble the

piston and rod assembly proceed as follows:
A. Heat the piston and rod to 205°C-233°C

(400°F - 450°F).
B. Using a spanner wrench, remove the piston
by turning counter-clockwise.
C. Unthread the stud from the end of the rod if
necessary.
D. Clean the threads of the rod and piston (or
piston nut) thoroughly with a solvent and a bristle
brush.
001690-001 SHEET 2 OF 2
02-09-18
AIR HOSE shank and hose inside diameter then insert

the shank into hose.
(001098-000)
2. Place the stem in a vise:
a. For male stems, tighten the vise on the hex.

GENERAL
b. For female stems (wing nut), place a spud in
The following procedures are for air hoses. The the vise, tighten, and then thread the wing nut
following topics are discussed; safety, inspec- onto the spud.
tion, and replacement.
3. Position the clamp gripping fingers behind
the stem collar. See illustration below.
SAFETY PRECAUTIONS
!! WARNING
HIGH PRESSURE AIR HAZARD!
High pressure air can escape if the system
has not been depressurized before work.
This can cause serious injury or death.
4. Tighten the bolts by hand until there is equal
Do not work on air hose when machinery is thread engagement. When hose outside
operating. diameter (O.D.) is at or near clamp maxi-
mum range, starting of nuts on bolts may
GENERAL INSPECTION require squeezing clamp halves in a vise.
1. Check the mounting hardware torque of 5. Use a torque wrench to tighten the bolts to
companion flanges on both ends of the the recommended torque value listed in the
hose. Torque Table.
2. Check for excessive wear or looseness on
the clamps.
3. Check the hose for damage or fraying.

NOTICE
Torque values are based on “dry bolts”. Do
CLAMP INSTALLATION not apply lubricants to bolts. Applying
lubricants will adversely impact clamp per-
formance.
NOTICE 6. Tighten nuts on bolts in the following
Do not use hand soap, oil, grease, WD 40, sequence. See illustration above.
or silicone spray to aid in the clamp instal-
lation. These substances may attack the a. Tighten by hand the nuts on the FRONT and
hose material and/or reduce coupling BACK BOLTS.
retention. b. Tighten the BACK BOLT nut one full turn.
1. Apply coupling lubricant to the coupling stem c. Tighten the FRONT BOLT nut one full turn.
001098-000 SHEET 1 OF 2
02-09-18
d. Tighten by hand the nuts on the OPPOSITE

FRONT and BACK BOLTS.
e. On the opposite side, tighten the OPPOSITE !! WARNING

BACK BOLT nut one full turn.
PERSONAL INJURY HAZARD!
f. On the opposite side, tighten the OPPOSITE
Removing and reusing any part of these
FRONT BOLT nut one full turn.
clamp assemblies can cause the clamp to
g. Repeat Steps 'a' to 'f' until all bolts are tight- fail and could cause death or severe injury.
ened to torque value listed on the Torque Table
below. Clamp bolts are designed to bend during Reuse of any part of this hose clamp
tightening. This "bending" allows the clamp to assembly is not permitted. The entire hose
conform to the hose circumference. clamp must be replaced.
TORQUE TABLE
Hose O.D.
Hose Clamp Hose Torque Bolt Nut
Part No. ID (ft.lbf.) Part No. Part No.
From To
001098-001 2" 2-32/64" 2-50/64" 40 001098-051 001098-054
001098-002 1-1/2" 2-12/16" 2-24/64" 40 001098-057 001098-058
001098-003 3" 3-52/64" 4-4/64" 150 001098-052 001098-053
001098-004 2-1/2" 3-32/64" 3-60/64" 150 001098-052 001098-053
001098-005 4" 4-56/64" 5-16/64" 200 001098-055 001098-056
001098-006 2-1/2" 3-4/64" 3-32/64" 60 001098-051 001098-054
001098-007 3" 3-32/64" 3-60/64" 150 001098-052 001098-053
001098-008 2-1/2" 3-6/64" 3-28/64" 60 001098-052 001098-053
001098-009 1-1/2" 2" 2-7/32" 40 001098-057 001098-058
• "001098-005 has four grip fingers.

• "The bolts used in the interlocking clamps
are not standard bolts. They vary from stan-
dard bolts in their length, diameter, overall
thread length and material hardness. These
bolts can be re-torqued, but it is not recom-
mended that the bolts or clamps be reused,
as they are designed for a single bend only.
• "Torque values for clamps are based on dry
bolts. The use of lubricant on bolts will
adversely affect clamp performance. Do not
lubricate nuts and bolts.
001098-000 SHEET 2 OF 2
TYPICAL SYSTEMS Cooling Systems
Required for engine coolant, compressor and

hydraulic oils, and as of 1996 intake air for the
GENERAL engines. Two types of cooling fan systems are
available.
This section describes the main hydraulic
systems and their design parameters.
• Vane pump and motor driving 36" 42" 48"
and 52" OD aluminum fan.
DESCRIPTION
• Vane pump and motor driving 42" and 48"
Systems are classed as closed loop and open and 54” OD steel fan.
loop. The systems are separated and do not
inter-relate with each other. • Piston pump and motor, hydraulic controls,
48" and 54” OD steel fan.
Propel or Tram Systems
• Piston pump and motor, electronic controls,
Provide crawler mounted machines with 48" and 54” OD steel fan.
mobility.
Drilling Accessories
• Piston pump and motor(s) are in a closed
loop configuration. Needed for the drilling cycle require a fixed
volume of oil. We refer to the following systems
Rotation Systems as accessories.
Turn drilling accessories, drill pipe and drilling • Vane pump through directional control
tools such as DTH (down the hole hammers valves, return filtration, reservoir.
and drill bits) or roller type drill bits.
The application is lower, middle, and upper
• Piston pump and motor(s) are in the closed stacker valves directing oil to actuators.
loop configuration.
When accessory pumps are in the free flow
Feed Systems condition, they are used as a charge system,
thus giving adequate oil for cylinder
Feed systems differ from one product to replenishment.
another in the Sandvik family of drills. Four
applications are used throughout the product. Relief valves or individual compensator valves,
depending on the component manufacturer
• One is a piston pump with cylinder(s) in an protect systems noted.
open loop circuit.
Back-Pressure
• One is a vane pump and a piston pump with
cylinder(s) in an open loop circuit. Back pressure is an elevated return pressure
system, and may be used as a charge pressure
• One is a piston pump with cylinder(s) in a on some Sandik products. When the vane
closed loop circuit. pumps are in the free flow condition the back-
pressure setting is the pump(s) relief valve.
• One is a piston pump and motor, in a closed
loop circuit. • Return oils generating back-pressure are
contained in our high-pressure return mani-
fold (HPR).
Typical Systems Page 3
Hydraulic schematics have abbreviated Throughout this manual the terms noted here
nomenclature to give details for porting and and systems described above will be used to
manifolds within the hydraulic system. explaining the specific systems in detail. Flow
and pressure values will be specified in the
Mud pump systems appropriate sections.
Well drill applications may use the option of mud Review the specific model machine hydraulic
assisted drilling. Mud pump is the application, system schematic.
the hydraulic systems are simple closed loop
components attached to the mud pump assem- • Major hydraulic omponents are:
bly. • Denison hydraulic piston pumps and motors
• Piston pump and motor are in a closed loop • Denison vane pumps and motors
configuration.
• Sundstrand piston pumps and motors
This application is generally limited to the
• Hydramatic - Rexroth motors
T40KW drill machine used in the well drill mar-
kets. • Sun hydraulic cartridge valves
• Denison directional valves
• Denison relief valves
• General Engineering cylinders
Page 4
START-UP PROCEDURE
NEW PUMP INSTALLATION ISOLATION

PLUG
Denison piston pumps require specific set up

and run in procedures.
As with any hydraulic system; our systems

require total cleanliness from all fluid power
components. Adequate time for proper
installation, proper refilling of the pump, hoses
and components, proper setting of the system EXTERNAL 3
14 IN /REV PUMPS
pressures are all vital to new pump longevity. FILTRATION
CLOSED LOOP PUMP WITH OFFLINE

Working conditions are a factor many times FILTRATION USE ISOLATION PLUG
PLUG IN PORT SHOWN
forgotten during a machine service and new
component installations. Prepare the work area
to suit the service work being performed. Isolation plugs force the gerotor pump oil flow
to fine filtration. The main valve block requires
The guide described herein is the the fine filtration.
recommended procedure, for competent
service and mechanical personnel performing NOTE!
new or reconditioned pump service, installation Failure to use the isolation plug in the
or start-up in the field. It is preferred that work designated port will at some point enable
be performed in a controlled environment such contaminants to flush into the valve resulting in
as a protected shop. irratic system controls.
Install isolation plug in described port location The control valve block consists of relief
as noted in packaged instructions. valves and control features. It is not
recommended to open the control valve block
OPEN LOOP FEED PUMP in the field.
DO NOT USE ISOLATION
PLUG INSIDE H PORT
The unit is sold seperate. Care must be taken
during removal and replacement that dirt or any
3
form of contaminants do not get into the open
6 AND 7.25 IN /REV PUMPS pump cover.
CLOSED LOOP PUMPS When installing the adapters in the Denison

WITH OFFLINE FILTRATION
DO USE ISOLATION PLUG piston pump, ports ‘V’ and ‘KG’ two items are
INSIDE H PORT protected.
The 6 and 7.25 cubic inch pumps reguire the • The ‘KG’ port uses a special drilled boss
plug installation in the H port as described. oring adapter P/N 002144-001. It threads
over a strainer/filter inside the ‘KG’ port.
The 14 cubic inch pumps require the isolation
plug installed in the port cover SAE plug noted • The ‘V’ port has a modulating pin inside an
herein. This plug does not have a port offset drilled passage. A flat bottom boss
designation. oring adapter is used in the ‘V’ port.
Start-Up Procedure Page 5

4. Fill hydraulic tank to the full mark on the
SERVO STRAINER sight glass, taking into account to where the
PIN
cylinders are positioned. Do not over fill the
hydraulic tank. All oil entering the system
shall be via the hand pump or the optional
service center wiggins quick filling adapter
port. Oil entered through these ports will be
fine filtered to 10 micron absolute filtration.
5. Use shop air or equivalent compressed air

source to pressurize the hydraulic tank
MAIN PRESSURE through the reservoir mounted air pressur-
COMPENSATOR ization system. Air pressure at the reduced
ADJUSTMENT value of 5 psi should be approximately 10
minutes duration. This time enables all man-
1. Drain all air from the new pump when filling ifolds and any air entrapped in hoses to be
the hydraulic system with new, clean purged prior to start-up.
hydraulic oil from the hydraulic tank. Locate
the highest plugged port on the Denison SHOP SUPPLY AIR TO
replacement pump. 5 PSI REGULATION
2. Pumps from 1996 and newer have one plug

on the mounting flange end. Open and drain
oil until a steady stream of oil exits the open
port. Refit the plug after all air is purged
from the pump in question.
6. Install appropriate pressure gauges at G,

KG or extension hose from KG and V, VA or
VB ports. Reference pump port locator
drawing to identify gauge locations.
VENT PORT 7. Copies of performance charts are available

in the setting procedure for specific hydrau-
lic systems. Performance charts detail all
applicable hydraulic pressures required dur-
ing the pump testing procedures.
3. Older pumps need air drained as well.
Remove the highest SAE plug available, or 8. Refer to the appropriate performance chart
remove one input stroker cover bolt. for pump set-up.
NOTE! Servo pressure readings are from the Denison

When bolt removal is the only alternative it will pump G port and require inline connections for
be necessary to replace the nylite washer rotation and propel pumps. Do not deadhead
001330-128 and loosen all bolts. Torque the the servo pressure in these applications.
mounting bolts to spec 30 ft. lb. (40.8 Nm.) in a
cross pattern. 9. Connect a swivel tee and reduce to appro-
priate hose adapters. Common G port
Page 6
access is at the inlet port of the off line filter
(CC3 or CC7 micron servo filter housing). 3
14 IN /REV PUMPS
V DG
10. Feed pumps in the open loop configuration KG
(without off line filtration) may be accessed VB
at the G port directly, without a swivel tee
connection. In this application it is possible
to deadhead a gauge at the G port. B
Z
ALT DG
P6P all ports Z
J A G
ALT (KG)
VA
A-PRESSURE/RETURN
H B-PRESSURE/RETURN
D DG-CASE PRESSURE
VA A G-SERVO PRESSURE
DG J-REPLENISHMENT TO FILTER
V KG-SERVO STRAINER, REPLENISHMENT PRESSURE
V-MAIN PRESSURE BOTH PORTS A&B
KG
VA- MAIN PRESSURE A PORT
B VB- MAIN PRESSURE B PORT (NOT SHOWN)
Z- CASE PRESSURE IN NEUTRAL
Z-BRAKE/SERVO PRESSURE ON STROKE
A-PRESSURE/RETURN
B-PRESSURE/RETURN
Applicable pumps may vary slightly in compo-
C-INLET nents such as compensator adjustment, neutral
D-CASE DRAIN
adjustment, cross port piping and input con-
DG-CASE PRESSURE trols.
FB-CONTROL VENT B SIDE (FEEP PUMP ONLY)
The 14 cubic inch series pumps use a 500
G-SERVO PRESSURE, TO FILTER (NOT SHOWN) series stroker on the input control side of the
H-SERVO PRESSURE, FROM FILTER pump.
K-AUXILLARY REPLENISHMENT
KG-SERVO STRAINER, REPLENISHMENT PRESSURE Refer to Hydraulic Systems Book 4 for details
V-MAIN PRESSURE BOTH PORTS A&B on set up and hydraulic adjustments of the 500
VA- MAIN PRESSURE A PORT series stroker unit.
VB- MAIN PRESSURE B PORT (NOT SHOWN)
Z- CASE PRESSURE IN NEUTRAL Refer to Electrical Systems Book 2 90 series

Z-BRAKE/SERVO PRESSURE ON STROKE machines for electrical set up and adjustments
of the 500 series stroker unit.
Applicable pumps may vary slightly in compo-
nents such as compensator adjustment, neutral
adjustment, cross port piping and input con-
trols.

PUMP RUN-IN AND PRESSURE SETTING 7. For detailed pressures refer to the specific
system performance charts provided with
1. Replenishing pressure readings are from system set-up procedures. Actual pressures
the KG adapter or extension hose posi- are noted with engine at high idle speed
tioned at the propel pump brake and bypass after adequate run in periods are performed.
input stroker.
NOTE!
2. Main pressure reading from the common Due to machine applications, follow your
port V or system port VA and VB. Rotation machine model engine high idle speed. Typical
and feed pumps have pressure gauges and high idle no load engine speeds are 1800, 1900
remote pressure valves on the operator con- and 2100 rpm according to machine model.
sole connected with hoses to the V ports.
Typical propel pump applications do not 8. The main system compensator is factory set
have main pressure gauges. Machine to the minimum pressure value, approxi-
options may be fitted to propel pump V ports mately 500 psi.
for pressure testing and possible venting
when interloc systems are added. 9. Adjustments should be slow increments in
500 psi intervals over a 10-minute time
3. Center all pump controls and control cables frame. Maximum pressure values are noted
on the drill console to lessen any hydraulic in the performance chart spec, and are set
load during the engine hydraulic startup by stalling the function.
mode.
10. After the ‘run in’ period and pressures are in
4. When the machine engine is started the low spec, lower the engine idle speed to 1200
engine idle speed is at minimum 1200 rpm. rpm. Allow adequate cool down period and
An engine speed meter on the drill console shut engine off.
enables a visual check of engine rpm. When
in doubt use a photo tachometer and reflec- 11. Remove any pressure gauges installed for
tive tape on the engine front pulley. the system pressure checks.
5. Allow engine to idle at low speed and no 12. Re-connect system hoses and hydraulic
load for approximately 20 minutes. Do not adapters used during tests per system con-
use the pump controls during this time of run figuration.
in. The gerotor pump has to fill hose and
pipe connections and valves in the circuit. 13. Expected new pump run in process will
Air trapped in the components will purge to require between 30 minutes to (1) one
the hydraulic tank through case drain hoses, service hour depending on work environ-
drain ports or normal circulation during this ment, and ambient conditions.
critical run in period.
6. Pressures on the servo range between This procedure does not include Denison pump
(330-580 psi) and replenishing pressure removal and installation to gearbox.
range between (200-300 psi) for rotation
and propel pumps in a closed loop applica-
tion. At low idle these pressures will be NEW PUMP INSTALLATION
slightly lower than actual spec. Allow ade-
quate run in time prior to checking the actual Sauer Sundstrand axial piston pumps require
servo and replenishing pressures. specific set up and run in procedures.
Page 8
As any hydraulic system; Sandvik systems The A port relief valve is a non-adjustable shim
require total cleanliness from all fluid power type valve preset for 3675 psi (250 bar) posi-
components. Adequate time for proper tioned under the HP plug.
installation, proper refilling of the pump, hoses
and components, proper setting of the system Note:
pressures are all vital the new pump longevity. MPV046 pumps with the B port relief valve
installed is evident upon hydraulic system shut
Working conditions are a factor many times down. The cooling fan and motor rotation stops
forgotten during a machine service and new abruptly at shutdown. Damage to the hydraulic
component installations. Prepare the work area motor can result operating with this condition.
to suit the service work being performed.
Bypass plug
The guide described herein is the recom-
mended procedure, for competent service and Bypass plug should be full closed, turned in cw
mechanical personnel performing new or rotation maximum torque 7 to 10 ft lb, (9.5 to
reconditioned pump service, installation or 13.6 Nm).
start-up in the field. It is preferred that work be
performed in a controlled environment such as Charge system relief valve
a protected shop.
The charge pump relief valve is a shim type
Sandvik crawler mounted machines utilize two cartridge positioned under the CH plug. Plug
models of Sundstrand pumps in a closed loop torque is 30 to 70 ft lb (41 to 95 Nm). Charge
single direction application. pressure test port can be utilized at the offline
filter connection inlet port or M3 pump port.
The 40 series MPV046 is applicable to the
D40KS, D45KS, D50KS and early model Gator Adjustable volume limiters
machines.
Adjustable volume displacement stroke limit
MPV046 screws are on either side of the pump. The
M1 sealing lock nut requires a 5/16 hex wrench and
CHARGE
PUMP a flat blade screw driver. Final torque on the nut
should be 4 to 7 ft lb (5.4 to 9.5 Nm).
L1
mpv040 MPV046 VOLUME DISPLACEMENT SCREWS
BP L2
HP CH
HDC
X1 X2
HP A PORT RELIEF
ADJUST SCREW IN
CH CHARGE RELIEF FOR INITIAL START UP
ADJUST OUT FOR FINAL
FAN SPEED SETTING
The Sandvik application MPV046 pump is used
in a single direction output flow. Only one multi
Upon new pump start-up it is required to turn
function relief valve is used. Be certain that the
the screw in (cw rotation) 3 revolutions. This
B port relief is removed prior to start-up.
step assures that the pump will not have full
volume output oil flow during the critical start
Main port multi function relief valve
and run in procedure.

In order to prevent damage to the volume lim- PUMP RUN-IN AND PRESSURE SETTING
iter parts make initial adjustments of this screw
with the machine turned off and zero charge 1. Install the inlet supply line to port S. Be cer-
pressure. tain to allow adequate time to fill the pump
with clean hydraulic oil. Open the upper
Note: most adapter during the filling process in
The volume limiter setting will be calibrated dur- order to allow air to bleed from the pump.
ing the pump final adjustments to allow a maxi- Generally the M1, M2 or case drain L ports
mum fan rotation speed. are the upper most ports.
Refer to cooling fan system setting and perfor- 2. Install a 1000 psi (60 bar) pressure gauge in
mance charts. the charge pressure pot M3 or the offline fil-
ter inlet port.
The 90 series MPV090 is applicable to the
D55SP, D60KS, D75KS D90KS and as a 3. It is recommended that the hydraulic lines
upgrade for the Gator machines. for the hydraulic displacement control
(HDC) be disconnected at the X1 and X2
ports until after initial start-up.
CHARGE FILTRATION AND PRESSURE PORT
A PORT RELIEF
4. Start the machine and operate at low engine
idle speed (1200 rpm).
mpv090
B PORT RELIEF
5. Allow approximately 3 to 5 minutes run time
M1
X1
with the HDC hoses disconnected. Monitor
the machine fluid temperatures during this
CHARGE PUMP X2 run in period as the cooling fan will not be
turning during this time. Do not let the
HDC machine operate to shutdown temperatures.
A B
MPV090 S
6. When charge pressure stabilizes in the 180
to 210 psi (12.5 to 14.5 bar) and the run in
The multi function relief valve is adjustable
period is sufficient stop the machine.
through a pressure range 0 to 3600 psi (0 to
250 bar).
7. Connect the X1 and X2 pilot control hoses
to the hydraulic displacement control. If the
The MPV090 pump is operating in a single
pilot control hoses are connected to the
direction output flow also. The B port multi func-
wrong ports the fan motor will motor rotate.
tion valve is backed out (ccw) it’s limit and
locked secure.
8. Connect a 5000 psi (350 bar) gauge to the
M1 pressure port in order to monitor the
Back out (ccw) the A port multi function valve in
main loop pressure during the fan set up
order to start from zero. Turn the valve adjust-
procedure.
ment in (cw) 2.5 to 3 turns. This will allow the
MPV090 some operating pressure to turn the
9. Restart the machine and notice the cooling
fan motor a slow rotation during the initial start
fan direction of rotation. With correct
up procedure.
hydraulic connections the fan rotates (ccw).
Final adjustment to the A port multi function
If fan does not rotate check the hydraulic hose
valve will be made during the pump setting pro-
connections at pump ports A and B or pilot
cedure.
ports X1, X2 and multi function valve setting.
Page 10
Pressure settings vary depending on machine Service literature 008172-000, 008610-000 and
specific components. Refer to the cooling sys- 021434-000 detail vane pumps.
tem section of training module book 5 for per-
formance data. Vane and gear type pump applications used on
Sandvik hydraulic systems are simple compo-
During the new or remanufactured pump start nents. The pumps are valve free and without
up and run in procedure it is necessary to moni- need for pressure gauge installation on pump
tor charge pressure only. ports.
The charge and system pressures noted in Internal parts of this pump are lubricated by the
training module book 5 will reflect actual work- operating fluid. It is essential to keep the fluid in
ing pressure for the machine specific system. the system clean. Dirt should not be allowed to
accumulate on the pump or around the shaft
Knowledge of the closed loop cooling fan sys- seal.
tem is the final step in setting the external pilot
vales used on blasthole cooling fan sys- It is important that the supply or inlet piping and
tems since late 1995. fittings be tight and in good repair to prevent air
from being drawn into the system.
Pump service, pressure adjustments, and sys-
tem diagnostics should be performed with prop- Restrictions and air entering the pump supply
erly trained, qualified service technicians. will damage the pump during short term opera-
tion. Clean and replace supply lines under rou-
This procedure does not include Sundstrand tine maintenance intervals.
pump removal and installation to gearbox.
After new or remanufactured pump installation
and all hoses are secure it is necessary to fill
NEW PUMP INSTALLATION the pump with oil. Only clean hydraulic oil shall
be used. When adding new oil to the reservoir
Denison vane pumps and a Sundstrand gear the supply manifolds may have air trapped
pump are used for drill related accessories. inside.
As with any hydraulic system, Sandvik systems Use filtered shop air to pressurize the hydraulic
require total cleanliness from all fluid power tank through the reservoir mounted air pressur-
components. Adequate time for proper ization system. Air pressure at the reduced
installation, proper refilling of the pump, hoses value of 5 psi should be approximately 10 min-
and components, proper setting of the system utes duration. This time enables all manifolds
pressures are all vital the new pump longevity. and any air entrapped in hoses to be purged
prior to start-up.
Working conditions are a factor many times
forgotten during a machine service and new
component installations. Prepare the work area SHOP SUPPLY AIR TO
5 PSI REGULATION
to suit the service work being performed.
The guide described herein is the recom-

mended procedure, for competent service and
mechanical personnel performing new or
reconditioned pump service, installation or
start-up in the field. It is preferred that work be
performed in a controlled environment such as
a protected shop.

After the air pressurization precharge cycle is system theory and system pressures that
complete disconnect all service tools and require checks and/or adjustments.
reconfigure to original spec.
Install one 500 psi (35 bar) pressure gauge on

the manifold referred to as HPR. Refer to back
pressure systems performance chart in training
module book 5.
FAN SYSTEM
PUMP RUN-IN AND PRESSURE CHECKS TEST PORT
1. Start machine and operate at low idle speed

(1200 rpm) for 3 to 5 minutes. Leave all con-
trols in neutral, do not operate functions.
2. Check hydraulic pressure on HPR at low

engine idle speed. Pump service, pressure adjustments, and sys-
tem diagnostics should be performed with prop-
3. After 5 minutes of operating at low idle erly trained, qualified service technicians.
speed engage engine speed to high idle.
This procedure does not include Denison or
4. Confirm HPR pressure to the back pressure Sundstrand pump removal and installation to
performance chart. the gearbox.
NOTE!
Under severe operating conditions it may be VACUUM MODULES AND PUMPS
necessary to extend the run in period to as
much as 30 minutes. When performing routine maintenance on
hydraulic systems it may be permitted to use a
5. Monitor fluid temperatures during the run in air or electric powered vacuum accessory.
cycle.
The intended use would be for O-ring or hose
6. Operate a function that is a drill accessory replacement and adapter sealing.
(holding wrench, dust hood door, tong
wrench). Due to the many variations that a hydraulic
pump would need to be replaced it is not advis-
7. Look and listen to the new pump as it is run- able to use the vacuum module.
ning. Look for apparent oil leaks. listen for
abnormal noises as it is cycled. The best practices to follow during pump
replacement:
8. Lower the engine idle speed to 1200 and
allow adequate cool down cycle. • Drain all fluid into suitable containers.
9. Stop the engine, remove HPR gauge and • Use appropriate service tools for the job.
prepare machine to operate.
• Inspect components including hoses.
Vane pumps used in a open loop cooling fan
system should be started in this same manner. • Evaluate and clean the system.
It will be necessary to understand the open loop
• Replace components as needed.
Page 12
• Reassemble components to manufacture’s • Allowing the proper time stated during the
specifications. pump run in procedure pages 8, 10, 12 will
assist the motor filling procedure.
• Follow recommended start up procedures
and safe operating principals. MOTOR RUN-IN AND PRESSURE CHECKS
NOTE! • When applicable vent the pump via the

After utilizing a vacuum module or pump and all remote pressure valve or the pump compen-
components are correctly installed it will be sator.
necessary to precharge the hydraulic system
with the allowable 5 psi air pressurization stated • Turn the remote pressure valve open (ccw).
on pages 6 and 11 of this manual. Turn the pump compensator out (ccw) to
lessen the circuit pressure upon start up.
NEW MOTOR INSTALLATION
• When applicable install a charge or servo
The following is a guide relating to new hydrau- pressure gauge in the appropriate pump
lic motor installations. port.
It will be in summary form to apply to the Deni- • When applicable install a pressure gauge in
son, Sundstrand and Rexroth models currently the appropriate main loop port.
in use on Sandvik rotary blast-hole products.
• When applicable place the pump controls in
As previously stated hydraulic service, pressure the neutral position.
adjustments, and system diagnostics should be
performed with properly trained, qualified ser- 1. Start the machine and operate the engine at
vice technicians. low idle speed (1200 rpm) for the predeter-
mined time.
• Read and understand the instruction manu-
als. Identify components and their functions. 2. The longer the system hoses are the longer
the run in time should allow.
• Visually inspect components, related hoses,
machine tools and devices for potential haz- 3. For applications that allow operator controls
ards. turn the pump supply forward and reverse
for 3 to 5 minutes each way without a work-
• Secure drill related accessories such as drill ing load.
pipe, undercarriage components, feed drive
gears and chains prior to hydraulic compo- NOTE:
nent removal. The entire run in should take between 10 to 30
minutes.
• Have the system hoses been cleaned or
replaced properly? 4. Check the pump servo, charge, and replen-
ishment pressures during the forward and
• Make all necessary hose connections using reverse cycles. Pressures should be stable
new O-rings on flange adapters. in the ranges noted in the specific perfor-
mance charts.
• Do not secure the replacement motor to the
application component. Leave the motor 5. Lower the engine idle and stop the machine
shaft free to turn during the run in process. in order to make final installation(s) of the
hydraulic motor to the drive component.

6. Inspect or replace the drive coupling device. 7. Adjust the remote pressure valve or pump
compensator (cw) in slow increments to the
NOTE! desired stall pressure stated in training mod-
It is recommended to use a lithium-molybde- ule book 5 performance charts.
num disullfied or similar grease as a shaft and
coupling lubricant for the new components. 8. Secure pressure compensator adjustments
(Mobilux EP111 coupling grease By Mobil) and center pump control(s).
7. Follow manufactures specifications when 9. Disengage the locking device.

mounting the motor to the drive assembly.
10. Lower engine idle speeds allowing ade-
NOTE! quate cool down period.
The final torque specification for motor mounted
hot oil shuttle valves on applicable propel 11. Stop engine, relieve residual hydraulic pres-
motors is 125 ft lb (92.5 Nm). sures, remove test and diagnostic equip-
ment.
8. Hydraulic motors with external mounted hot
oil shuttle valves require the installation of a 12. Reconfigure machine to spec.
flow meter in the case drain hose connec-
tion.
NOTE!
NOTE! Overall this procedure may take 15 to 30 min-
Final setting for external mounted hot oil shuttle utes to perform safely and accurately.
valves are 3 to 4 gpm (11.4 to 15.2 lpm).
The Sundstrand cooling fan motor will not be
operated to a stall condition. The motor pres-
FINAL MOTOR PRESSURE CHECKS sure seen will be a working pressure as stated
in the specific performance chart.
1. Start engine and run at low idle (1200).
2. Rotate the component without load in order

to align a locking device. This procedure is
stated in the specific system set up proce-
dures of training module book 5.
3. With the device locked the hydraulic system

will be stalled. Maximum pressures can be
calibrated.
4. When applicable center the pump to neutral

and back out remote pressure control valve
(ccw) for minimum system pressure.
5. Engage the engine to the rated high idle

speed.
6. Operate the pump control on 20% and mon-

itor the main loop system pressure gauge.
Page 14
SUPPLEMENTAL PUMP The O-ring part no. 002174-030 is 90-225
series buna n material.
COMPONENTS
Gator, D25KS, D245S manifolds.
GENERAL PART NUMBER MOUNTING TORQUE
016175-001 125 FT LB
This section describes valve and manifold
170 Nm
assemblies mounted to pump ports ‘A’ or ‘B’.
016175-002 125 FT LB
170 Nm
DESCRIPTION 016175-004 125 FT LB
170 Nm
The following products Gator, D25KS, D245S,
TM40KW, D55SP(H), D75KS(H) use specific The manifolds shown have been used on said
manifolds positioned on Denison pump(s) A products since 1990. There has been a manu-
and/or B ports. facturing change with regards to sequence
action for the directional valves.
Proper mounting is essential for the valve posi-
tioned in the manifolds to work or shift correctly.
002174-030
Proper valve installation into the bore so that P1 O-RING
the valve seats properly and seals the working
ports per design is essential to allow oils to
move the intended flow path. GA1
D2 GB1
As a rule oil takes the path of least resistance. If D1

valves are not properly seated or cannot shift V1
A PORT
correctly, the system oil may drain or return to DRILL
hydraulic tank pressure. B PORT
PROPEL
The following pictures are views along with 016175-002
mounting torques required when working with
the component in question. Regardless of sequence operating characteris-
tics the valves have to be seated properly into
the manifold bores.
Identify the drill or propel valves via A or B man-

ifold ports. Proper valve torques into the
016175-000 manifolds are common.
PROPEL (NC) DRILL (NO)

016175-058 016175-059
150 -160 ft lbs 150 - 160 ft lb

203 - 217 Nm 203 - 217 Nm
Supplemental Pump Components Page 15

Feed systems on high pressure D55SP and
D75KS model drills require a ‘slow feed’ system
(DTH applications). 002174-030 O-RING
• C55SP2H
• C75K6H FFV
One fine feed manifold p/n 017954-001 is

mounted on the ‘B’ port of the feed pump and
one O-ring p/n 002174-030 seals the manifold FFS
to the pump port. Discard and replace this O- D55SP D75KS
ring anytime the manifold is removed from the FEED PUMP
feed pump port ‘B’.
017954-001 FINE FEED MANIFOLD

BOLT TORQUE 125 FT LB (170 Nm)
The feed pump is used in an open loop applica-

D55SP, D75KS
FINE FEED
tion. The feed pump ‘A’ port is 2’’ diameter and
MANIFOLD acts as a supply port. The ‘B’ port is 1.5 “ thus
the fine feed manifold can only be mounted on
D55SP FEED VALVE
the ‘B’ port.
Feed systems for the TM40KW have a fast

feed pump with a directional control manifold on
the B port of the piston pump.
CONTROL CARTRIDGES
002174-030 O-RING
Manifold mounting torque is essential for

correct cartridge and solenoid operation.
TM40KW FAST
FEED PUMP
When installing the fine feed manifold onto the
feed pump ‘B’ port, torque the bolts in a cross
pattern to 125 ft lbs (170 Nm).
One control cartridge p/n 016175-054 fits into

016175-002 FAST FEED MANIFOLD
the fine feed manifold and requires a final BOLT TORQUE 125 FT LB (170 Nm)
torque of 150 -160 ft lb (203 -217 Nm). This car-
tridge is used to limit the feed pump output to
the feed cylinder(s) to a 10 gpm (38 lpm) deliv- When installing the fast feed manifold onto the
ery. feed pump ‘B’ port, torque the bolts in a cross
pattern to 125 ft lbs (170 Nm).
The two control cartridges fit into the fast feed

manifold and requires a final torque of 150 -160
ft lb (203 -217 Nm)
Page 16
Propel systems and track drive motors on the Other applications
Caterpiller 330, 330L, 350 and 375 require addi-
tional oil cooling and oil filtration in excess of the Driltech equipment manufactured during 1988
normal motor case drain oils. In order to allow through 1994 with Caterpiller 235 series track
this function in the closed loop applications one frames and Rexroth bent axis motors have a dif-
aluminum manifold with two hydraulic valves ferent style hot oil shuttle valve than the one
are mounted to the motor ports shown herein.
Always use a new set of O-rings to seal Call the Sandvik Regional Service Department
between the manifold, motor ports and flange when servicing rigs built between 1988 and
adapters. 1994 models D40KS, D45KS, D50KS, D55KS,
D60KS and D75KS with the 235 D6 series track
drive motors and hot oil shuttle valves.
The following products use external mounted

manifolds with the hot oil shuttle valve and con-
necting hoses frame mounted.
• Gator products with the 320 series track

have shuttle valves mounted on a central
valve plate above the left side track frame
• D25KS, D245S products with the 325 series

track have the shuttle valves mounted on
angle iron support between the mast pedes-
tal frame.
NOTE!
The torque values are very important when rein-
stalling the shuttle valve manifold onto the
motor ports or the shuttle valve spool and relief
valve into the manifold.
COMPONENT VALUE
MANIFOLD 100-110 Ft.Lb.

ONTO MOTOR PORTS (135-150 Nm)
SHUTTLE VALVE SPOOL 45-50 Ft.Lb.

INTO MANIFOLD (60-68 Nm)
RELIEF VALVE INTO 30-35 Ft.Lb.

MANIFOLD (40-48 Nm)
Supplemental Pump Components Page 17

Page 18
PROPEL SYSTEM • When applicable remove, cap and plug ‘Z’
port brake hose at the pump output stroker.
CLOSED LOOP
CAUTION! ROTATING DRIVE LINE
A main concept of a drill machine is to be
mobil. Due to ground conditions in the mining ‘DG’
PORT
environment and the duration of time spent
drilling vs. propelling (tramming) excavator
tracks are the primary undercarriages delivered
on drill machines today.
‘VA’
PORT
A track drive system in a closed loop
configuration consists of one axial piston pump,
hoses and steel pipes, connecting a fixed
displacement motor. Each track assembly has propel pump ‘Z’ PORT
BRAKE PORT
a spring applied hydraulic released brake and a HOSE
reduction drive inside the final drive assembly.
The Denison piston pump has four (4)

pressures, which may need monitored when
setting and diagnosing the track drive ‘KG’ PORT
REPLENISHING
components. Refer to the propel performance HOSE
chart for machine model pressure
specifications. 1. Start machine engine or motor.
The track components will need to be locked in 2. Set the engine to high idle speed.
order to stall the pump when checking or
setting the system to spec. One method in 3. Warm hydraulic oil to > 100° F (37.7° C).
locking the track drive is to remove the 1/4
hose connection to the brake port of the final If solid pin method is used, slowly rotate the
drive. This is the preferred method. Some track sprocket so solid pin rests against track
undercarriages do not have an external brake frame.
port. With these type track assemblies a large
solid pin positioned on one tooth of a drive 4. Place propel pump control on stroke approx-
sprocket will serve as the track lock medium. imately 20% (manual or electric).
Equipment and operator safety should be a 5. Check pressure gauge value.

primary concern when connecting any locking
medium to the final drive sprocket assembly. Tram interloc features vent pump pressures
(check for auxiliary valves near the propel
PUMP PRESSURE CHECKING: pump gearbox, or mast pedastal).
No Pressure Adjustment Required.
6. Refer to propel performance chart for appro-
• Install 5000 psi (350 bar) pressure gauge to priate pressure.
VA port of propel pump. Hydraulic test sta-
tions have guage connections on HPS1. 7. De-stroke propel pump control to neutral.
• Remove propel cable end from pump input 8. Counter rotate track and remove solid pin
stroker (Optional). from drive sprocket.
Propel Systems - Page 19

9. Lower engine idle, stop machine. 7. Place propel pump control on stroke,
approximately 20% (manual or electric).
10. Reconnect brake hose to pump port ‘Z’ if
applicable. 8. Check main pressure gauge value.
11. Disconnect pressure gauge(s) from pump 9. Check servo pressure gauge; compare to
ports. neutral pressure reading.
Confirm the machine options prior to propel 10. Servo pressures increase with working pres-
pump diagnostic procedures. sures.
Machine options such as tram interloc, jack/ 11. Check replenishing pressure gauge; com-
brake interloc, rotary head/brake interloc, and pare to neutral pressure reading.
electronic depth counters may interrupt the
tram pump pressures by means of pump vent 12. Pump replenishing pressure decreases
solenoid and brake solenoids. depending on components such as hot oil
shuttle valve settings or hydraulic motor con-
PUMP PRESSURE CHECKING: dition.
Diagnosing Troubleshooting
DRAIN
HOSE
• Install a swivel tee and 1000 psi, (70 bar) RELIEF
pressure gauge to the ‘G’ or ‘H’ port for the VALVE
servo pressure test. Hydraulic test stations HYDRAULIC
MOTOR
have guage connections on LPS 1 or 2.
• Install a 500 psi (35 bar) pressure gauge at hot oil shuttle
the ‘KG’ or ‘port or connecting hose with
swivel tee or ‘alternate KG’ for the replenish-
ing pressure test. Hydraulic test stations
have guage connections on LPS 1 or 2.
• Remove, cap and plug ‘Z’ port brake hose at TEST

PORT BRAKE
the pump output stroker if applicable. HOSE
SHUTTLE
VALVE
1. Start machine engine.
2. Set the engine to high idle speed. When main, servo, and replenishing pressures
are in spec.
3. Warm hydraulic oil to > 100° F (37.7°C).
1. Counter rotate track and remove solid pin
4. Slowly rotate the track sprocket so solid pin from drive sprocket.
rests against track frame.
2. De-stroke propel pump control.
5. Check servo pressure gauge, note the neu-
tral pressure value. 3. Lower engine idle, stop machine.
6. Check replenishing pressure gauge, note 4. Reconnect brake hose to pump port ‘Z’ if
the neutral pressure value. applicable.
Refer to propel performance chart for pressure

specifications.
Page 20
PROPEL PERFORMANCE CHART
NEUTRAL CENTER BRAKE
ADJUSTMENT ALT DG PORT
PORT ‘Z’
Main Servo Replenishment
Model psi psi psi ‘KG’ PORT
(bar) (bar) (bar) REPLENISHING
TEST PORT
GATOR* 3000 330/580 200/300

(207) (23/40) (14/21) P6P test ports
‘VA’ PORT
‘A’ PORT
D25KS 3500 330/580 200/300
MAIN
(242) (23/40) (14/21)
PRESSURE
‘H’ PORT
D245S 3500 330/580 200/300 SERVO
(242) (23/40) (14/21) PORT
D40KS 4200 330/580 200/300

(290) (23/40) (14/21)
D45KS 4200 330/580 200/300

(290) (23/40) (14/21)
‘V’ PORT
D50KS 4200 330/580 200/300 MAIN PRESSURE
(290) (23/40) (14/21) BOTH DIRECTIONS
D55SP* 4200 330/580 200/300 MAIN PRESSURE

(290) (23/40) (14/21) COMPENSATOR
D60KS* 4200 330/580 200/300

(290) (23/40) (14/21) Diagnosing pump and motor(s) require case
T60KS 3500 psi 330/580 200/300 pressure gauge, flow meter installation to case
(242) (23/40) (14/21) drain connections. Case pressures should not
D75KS* 4200 330/580 200/300 exceed 75 psi. Typical pump case pressures
(290) (23/40) (14/21) range between 8 to 45 psi.
D90KS 4200 330/580 200/300
(290) (23/40) (14/21) All pressures are checked with the engine at
high idle speed and hydraulic oil > 100° F
D90KSP 4200 330/580 200/300
(290) (23/40) (14/21)
(37.7° C)
1190E* 4200 330/580 200/300 Servo pressure for closed loop applications
(290) (23/40) (14/21)
range between the spec noted. Typical servo
pressure at neutral range is 390 to 410 psi (27/
The propel pumps are manual or electric type 28.5 bar) increasing through the servo range
automatic brake with neutral bypass control according to maximum system pressure.
features.
Replenishing pressure for closed loop
Neutral centering adjustments may be made if applications range between the spec noted.
the pump has unwanted motion in the A or B Typical replenishing pressure at neutral range
working ports. Disengage cable end prior to this is 210 to 220 psi (14.5/15 bar) and will
adjustment. decrease when the actuator is turned on.
Absolute lowest replenishing pressure for a
The Z port hose connects to the track final drive rotation system is 180 psi (12 bar) during
brake assembly. This hose may be interrupted propel mode.
with a solenoid valve for tram interloc features.
NOTE!
The Z port is case pressure while the pump is Main pressure * may be slightly higher than
in neutral. When the pump is controlled on the noted for additional power due to final drive
Z port becomes servo pressure. selection and overall machine weights.
A typical left or right propel system without tram • ‘Z’ port track brake connection is not applica-
interloc options. ble to the Gator, D25KS and D245S product.
SPRING APPLIED The Gator, D25KS and D245S equipment use

BRAKE ASSEMBLY directional control manifolds with cartridge or
HYDRAULIC RELEASE poppet valves that enable the propel pump to
> 271 PSI (18.7 BAR) act as the feed or rotation pump.
LPR
MDS
HOS
HOS
x
LPD
HOS
MCS
LPR
Z PORT
TCS
HPS
LPR
X
LPR LPS
LPS
MDS
Current model D25KS/D245S use a constant

Nomenclature regarding the propel system supplied hydraulic pressure as a pilot to shift
components shown here. These names are the cartridge valves from propel to drill modes.
common throughout the product range. The pilot is fan system pressure typically above
2200 psi (152 bar). The fan system pressure is
• LPS low pressure supply separate from the propel system.
• LPR low pressure return
Refer to the supplimental component section of
• HOS hot oil shuttle valve this manual to mount the manifold and valves
correctly to the specific pump application.
Page 22
Tram interloc systems The proper operating sequence for using the
tram foot switch (deadman) feature is essential
Machine specific options may allow additional for hydraulic component longevity.
solenoid operated valves to control brake and
pump pressures of propel pump systems. The sequence of operation is:
• Machine ready to tram

SPRING APPLIED
BRAKE ASSEMBLY • Both propel pump control levers in neutral
HYDRAULIC RELEASE
> 271 PSI (18.7 BAR)
• Step on the tram foot switch pedal
• Actuate propel pump control levers forward

or reverse as needed
(
24 VDC • Center the propel pump control levers to
neutral when ready to stop machine
O
TFS • Step off the tram foot switch pedal
O
Failure to apply the tram foot switch before

x operating the propel pump control levers or
randomly stepping on and off the tram foot
switch with the propel pump control levers
actuated will lead to hydraulic seal and relative
LBS hydraulic component problems.
RBS
Troubleshooting propel systems with tram
interloc components may require
PUMP V PORTS
Z PORT
T T
• #4 hydraulic cap and plugs
T T
• Electrical meter or test light
PVS
• Tram interloc bypass switch actuation
X
KG PORTS • Understanding of the component locations

OR Z PORTS and pump porting
MACHINE GRADIENT LIMITATIONS
Pump vent solenoid (PVS) vents the propel The following sample and performance chart
pumps main system pressure until actuated by are available in a single format relative to the
either the tram foot switch or control relays. machine model in the rig operator manual.
.
Left (LBS) and right (RBS) brake solenoids
dead head propel pump servo brake pressure
until actuated by either the tram foot switch or
control relays.

GRADES PERCENT
9° 15.8%
11° 19.4%
26° 12° 21.3 %
15° 26.8%
16° 28.7%
17°
17° 30.6%
18° 32.5%
20°
19° 34.4%
20° 36.4%
20° 21° 38.4%
22° 40.4%
23° 42.4%
D55SP GRADIENTS
25° 46.6%
26° 48.8%
27° 51%
29° 55.4%
GRADE IN DEGREES
12°
10
= 10% SLOPE
100
21° VERTICAL RISE DISTANCE

SLOPE DEGREES =
HORIZONTAL DISTANCE
TAN x SLOPE = DEGREES
15° GRADE IN PERCENT
10’
15°
100’
D55SP GRADIENTS 100 X VERTICAL RISE

% GRADE IS 100 x SLOPE OR
HORIZONTAL DISTANCE
Page 24
ROTATION SYSTEM 2. Set the engine to high idle speed.
3. Warm hydraulic oil to > 100° F (37.7°C).

CLOSED LOOP 4. Slowly rotate drill pipe to align drill pipe flats
and holding wrench.
The drill rotation system consists of one axial
piston pump, hoses and steel pipes connecting
5. Lock the drill pipe rotation with holding
fixed displacement or variable displacement
wrench/deck wrench.
motor(s).
6. Adjust (manual or electric) pressure torque
The Denison piston pump has four (4)
control valve ccw to minimum setting.
pressures which may need monitored when
setting and diagnosing the rotation
7. Place rotation pump control on stroke
components. Refer to the rotation performance
approximately 20% (manual or electric).
chart for specific machine model pressures.
8. Check rotation pressure gauge on drill con-
The rotating components will need to be locked
sole panel.
in order to stall the pump when checking or
setting the system to spec. When ever possible
9. Adjust (manual or electric) pressure - torque
position the top flats of the drill pipe in the
control valve cw, checking rotation pressure
holding wrench to lock the rotation.
gauge for pump compensator value.
Equipment and operator safety should be a
10. Refer to rotation performance chart for
primary concern when connecting any locking
appropriate pressure
medium to the rotating drill accessories.
11. If pump pressure is to spec, lessen pressure
Approved locking tools are the holding wrench/
torque control valve setting ccw.
deck wrench, jay wrench and flange plugs of
adequate port sizes.
12. Place rotation pump control to neutral.
13. Unlock holding wrench from drill pipe flats.
Drill operators may set the pressure control

valve at any value between 100 psi up to
maximum pressure of the pump due to drill
pipe, drill bit sizes and ground conditions. It is
recommended to be at the higher range.
PUMP PRESSURE CHECKING:
Diagnostic And Troubleshooting
• Install a swivel tee and 1000 psi (70 bar)

pressure gauge to the ‘G’ or ‘H’ port for the
PUMP PRESSURE CHECKING:
servo pressure test.
No Pressure Adjustment Required.
• Install a 500 psi (35 bar) pressure gauge at
the ‘KG’ port for the replenishing pressure
test.
Rotation Systems - Page 25
1. Start machine engine. When main, servo, and replenishing pressures
are in spec.
2. Set the engine to high idle speed.
18. De-stroke rotation pump control.
3. Warm hydraulic oil to > 100°F (37.7°C).
19. Unlock holding wrench from drill pipe flats.
4. Check servo pressure gauge, note neutral
pressure value.
ROTATION PERFORMANCE CHART
5. Check replenishing pressure gauge, note
neutral pressure value. MAIN SERVO REPLENISHMENT
MODEL PSI PSI PSI
6. Refer to rotation performance chart for pres- (BAR) (BAR) (BAR)
sure specifications. GATOR 3000 330/580 200/300

(207) (23/40) (14/21)
7. Slowly rotate drill pipe to align drill pipe flats D25KS 3500 330/580 200/300
and holding wrench. (242) (23/40) (14/21)
D245S 3500 330/580 200/300

8. Lock the drill pipe rotation with holding (242) (23/40) (14/21)
wrench/deck wrench.
D35KS 3000 330/580 200/300
(207) (23/40) (14/21)
9. Adjust (manual or electric) pressure - torque
control valve ccw to minimum setting. D40KS* 3500 330/580 200/300
(242) (23/40) (14/21)
10. Place rotation pump control on stroke D45KS 3500 330/580 200/300
approximately 20% (manual or electric). (242) (23/40) (14/21)
D50KS 3500 330/580 200/300

11. Check rotation pressure gauge on drill con- (242) (23/40) (14/21)
sole panel. D55SP* 4200 330/580 200/300
(290) (23/40) (14/21)
12. Adjust (manual or electric) pressure - torque D60KS* 4200 330/580 200/300
control valve cw, checking rotation pressure (290) (23/40) (14/21)
gauge for pump compensator value.
D75KS** 4200 330/580 200/300
(290) (23/40) (14/21)
13. Check servo pressure gauge, compare to
D90KS** 3500 330/580 200/300
neutral pressure reading.
(242) (23/40) (14/21)
14. Servo pressures increase with working pres- D90KSP** 3500 330/580 200/300
(242) (23/40) (14/21)
sures.
1190E** 3500 330/580 200/300
15. Check replenishing pressure gauge, com- (242) (23/40) (14/21)
pare to neutral pressure reading.
Diagnosing the pump and motor(s) require
16. Replenishing pressure decreases depend- case pressure gauge(s) and a flow meter
ing on component condition. installation to case drain connections.
17. Refer to troubleshooting chart if either pres- Typical rotation pump case pressures range
sures are out of spec. between 5 psi at neutral up to 45 psi (.4 to 3
bar) at stall. Case pressure should not exceed
75 psi (5.2 bar).
Page 26
All pressures are checked with the engine at Flange plugs are available from Sandvik
high idle speed and hydraulic oil > 100° F Regional spare parts department and may be
(38.6° C) used to stall a pump for diagnostic purpose.
Servo pressure for closed loop applications

range between the spec noted. Typical servo FLANGE PLUG PN FLANGE PLUG SIZE
pressure at neutral range is 390 to 410 psi (27/
28.5 bar) increasing through the servo range 004762-001 .50 #8-8
according to maximum system pressure. 004762-002 .75 #12-12
004762-003 1.00 #16-16

Replenishing pressure for closed loop
applications range between the spec noted. 004762-004 1.25 #20-20
Typical replenishing pressure at neutral range
004762-005 1.50 #24-24
is 210 to 220 psi (14.5/15 bar) and will
decrease when the actuator is turned on. 004762-006 2.00 #32-32
Absolute lowest replenishing pressure for a
rotation system is 180 psi (12 bar) during Rotation pumps may be stalled at the A and B
drilling mode. work ports during diagnostic testing. It is
recommended to turn the compensator valve
NOTE! out (ccw) prior to stalling the pump.
* models may be fitted with dual motors for
high torque low speed drilling. 001330-000 = 6 cu in
002764-000 = 7.25 cu in
** models are fitted with dual motors for high AVAILABLE PARTS
torque low speed drilling.
CASE DRAIN New pump/motor installations

CHECK VALVE
When replacing pump(s) and motor(s) it is
recommended to inspect or replace the shaft
coupling.
ALIGNMENT ADJUSTMENT
SCREWS AND NYLATRON
GUIDE SHOES A lithium - molybdenum disullfied or similar
coupling grease is recommended for new
component shafts. (Mobil EP111)
Maintain pressure/return and case drain hoses
as needed. Inspect hoses for wear at all points
for rubbing. Replace worn hoses as needed
and prior to failure.

Rotation motors have a spring washer • LPR low pressure return
positioned between the motor flange and the
drive coupling. Do not operate the rotary drive • LPS low pressure supply
system without the spring washer as excessive • HPS high pressure supply
coupling travel will damage the rotary drive
components. • HOS hot oil shuttle valve(s)
Typical one or two motor rotation system. • LPD low pressure drain
Rotation motors are two bolt or four bolt flange

OPTIONAL mounting with different part numbers for the
2ND MOTOR applications.
)(
)(
HOS
LPR
USE ONE NEW

002713-001 OR
002713-002 WHEN
PLANETARY IS OPENED
)(
)(
MOTORS
HOS 001329-000 = 6 cu in
002746-000 = 7.25 cu in
Rotary Speed And Torque
Motor and planetary are matched as sets to

LPD achieve a desired rotation speed and torque for
the ground condition.
Planetary sets are identified by part number:

LPR
• 001004-001 = 4.89 reduction
X
LPS • 001079-001 = 3.27 reduction

HPS
Pump output flow, number of motors, motor
displacement and planetary reduction are the
main elements when selecting correct drill pipe,
Nomenclature regarding the rotation system drill bit rotation speed.
components shown here. These names are
common throughout the product range.
Page 28
PLANETARY 50 GPM 60 GPM 75 GPM 113 GPM
# DISPLACEMENT
REDUCTION MAX RPM MAX RPM MAX RPM MAX RPM
3
1 6 IN 3.27 160 192 240 ****
3
1 6 IN 4.89 106 127 160 ****
3
2 6 IN 3.27 80 96 120 175
3
2 6 IN 4.89 53 64 80 118
3
1 7.25 IN 3.27 132 158 198 ****
3
1 7.25 IN 4.89 89 106 132 ****
3
2 7.25 IN 3.27 61 79 99 145
3
2 7.25 IN 4.89 45 53 66 97
Match motor(s) and planetary reduction with • electrical adjustable control

pump output flow to achieve a desired drill pipe
rotation speed. ELECTRICAL CONTROL (VP01)
The examples shown are some of the most

common applications.
Maximum torque is available through the

pressure range of the pump and motor
selection.
A remote pressure control valve and a pressure

gauge connected to the rotation pump main
pressure enables torque to be set for drill pipe
and bit control in various ground conditions. P T
Two valve applications are typical on drill

machines: Remote pressure valves may be removed from
the pump port during diagnostic checks. When
• manual adjustable control a valve seat is open or damaged due to low
input power or common wear, the pumps
pressure will take the path to low pressure
MANUAL CONTROL (003500-001)
drain.
Removing the P or T port hose and securing

T the hose with a pressure type hydraulic plug
allows the remote pressure valve to be
bypassed. Install a hydraulic cap over the
exposed valve port.
P

Two Speed Rotary Applications
SERVO SUPPLY
High rotation torque becomes a concern when
drilling through different ground formations.
RDS
The two speed rotation system allows the
operator to change the motor torque and speed
output when encountering different ground
conditions. Pump volume output remains
standard, the motor displacement changes
according to operator need.
SINGLE MOTOR TWO SPEED APPLICATION
Under normal operating conditions motors are

set to the maximum angle which give a slow
speed as standard. when selected servo oil
through the rotatary displacement solenoid
directs the input control to change cam angles.
Page 30
HIGH PRESSURE RETURN • HPR high pressure return
• LPD low pressure drain

BACK-PRESSURE All of our reservoirs use the elevated return
pressure from HPR as a replenishment charge
Vane pump systems free circulate oils through pressure for feed pumps.
directional valves known in our systems as
(stacker valves). Hydraulic oils are directed Maintaining this pressure on regular intervals
through these valves during actuation to (500 hour maintenance) will extend feed pump
operate accessories that assist the drilling service life.
cycle.
A few of the drill related accessories are:

RELIEF
VALVE
• drilling air
• mast locking (LPR)

MANIFOLD TEST
PORT
• drill pipe loader(s)
• dust control and water injection
• angle drill options
After free circulating oil or actuation of stacker

valves the hydraulic oil is directed to a return fil-
ter canister for fine filtration.
After filtration this oil under pressure is available SUPPLY

LINES
for the feed pump and rotation pump as replen- (LPS)
ishing oil.
LPD (HPR)
HYDRAULIC RESERVOIRS MANIFOLD
Current Sandvik blasthole machines have 4

variations of the hydraulic reservoir. D25KS/D245S HYDRAULIC RESERVOIR
(T25KW - T35KS)
• GATOR, D245SP, D560
• D25KS, D245S, T25KW, T35KS Pressure spikes from the vane pump stacker
valves and feed systems occur during normal
• D40KS, D45KS, D50KS, D55SP, D60KS, operation. Mid-range machines may have one
D75KS, T40KS, T60KS 2.5 gallon accumulator on a mounting plate
• D90KS, D90KSP, 1190E inside the mast pedestal. One hose will connect
the accumulator to the HPR manifold return
All reservoirs use the following nomenclature: pipe.
• LPS low pressure supply Charge accumulator to specs noted in service

literature 004695-000 using (N2) nitrogen gas
• HPS high pressure supply
only as the filling compound.
• LPR low pressure return
High Pressure Return - Page 31
125-150 PSI
LPR HPR
TEST
PORT
125 O
HPS
150 HPR LPR
CHECK
LPD VALVE
LPS
LPD
D40KS, D45KS, D50KS, D55SP, D60KS, D75KS
D40KS D90KS 1190E

D45KS
D50KS
D55KS
D60KS
D75KS
! CAUTION
HPR/HPS pressure should be lower than
012446 SERIES pump replenishment pressure. It is recom-
RPKC mended that the pump replenishment and
RPKE HPS pressures maintain a 30 to 50 psi
(2 - 3.5 bar) differential.
PUMP SPEEDS
Mid range machines back pressure may be The vane pumps are specific for the machine
taken at the HPS manifold 2 inch (52mm) high models and the operating systems. Primary
pressure supply manifold positioned between pumps utilized for drill accessories are the T6C
mast pedestal diagonal supports. and T6CC series from Denison hydraulics.
Gearbox ratios determine the pump(s) actual

LPS output when the engine is at high idle speed.
This feature is factored into the design of a
HPS specific model of drill machine.
Low engine speed will generate oil flows

however the actuator speed will not be to
specifications. Pump output flows should be
metered, and any pressure checks or setting of
the back-pressure valve should be performed
with the engine at the rated high idle speed.
Page 32
Three pressure ports are made available for
testing the back-pressure.
• At the back-pressure valve manifold before

the filter.
• In the supply pipe referred to as (HPS) after

the filter. Most common test port.
• In the return pipe referred to as (HPR)

before the filter.
CHECKING HPR/HPS PRESSURE:
No Pressure Setting Adjustment Required. TEST PRESSURE

HPR/HPS GATOR
• Install 500 psi (35 bar) gauge at either of
three ports noted.
3. Warm hydraulic oils to > 100° F (37.7° C). Photo shows a Gator machine test port on the
HPR/HPS back pressure manifold. The relief
4. Check gauge pressure at selected port posi- valve setting is 150 psi (10 bar) using a 500 psi
tion. (HPS manifold) (35 bar) gauge for the test.
5. Operate feed pump control and feed system
directional control valve. CHECKING HPR/HPS PRESSURE:
6. Check gauge pressure during feed pump oil Backpressure Adjustment Required.
consumption.
• Install 500 psi (35 bar) pressure gauge at
either of three ports noted.
7. Refer to HPR/HPS performance chart.
8. If pressure maintains the desired pressure
during feed pump utilization no pressure
adjustments are required.
3. Warm hydraulic oils to > 100° F (37.7° C).
Pressure may be unstable during the feed sys-
tem actuation. Gauges may bounce during oil
4. Check gauge pressure at selected port posi-
demands.
tion.
During feed system actuation HPR/HPS pres-
5. 9/16 (14mm) wrench, 5/32 (4mm) allen
sures vary from 30 to 100 psi (2 to 6.9 bar)
wrench required to adjust. Tools may vary
above the neutral pressure setting. Pressure
depending on machine model.
spikes in HPR/HPS above 250 psi (17 bar)
could cause damage to hydraulic components.
High Pressure Return - Page 33

6. Loosen lock nut on back pressure valve HPR/HPS
thread. MODEL
psi (bar)
7. CW adjustments increase, CCW adjust- GATOR 150

(10/10.5)
ments decrease pressures.
D25KS 175
(12)
8. Refer to high pressure performance chart for
pressure values. D245S 175
(12)
9. Upon desired pressure range, tighten lock D35KS 150
nut on valve thread. (10/10.5)
D40KS 125/150
10. Operate feed pump and directional control (8.5/10.5)
valve, checking HPS pressure.
D45KS 125/150
(8.5/10.5)
11. HPS pressure should not drop below speci-
D50KS 125/150
fied pressure. (8.5/10.5)
D55SP 125/150
(8.5/10.5)
NOTE!
D60KS 125/150
• During (feed, mast raise, leveling jack) cylin- (8.5/10.5)
der actuation and the feed pump on full vol- D75KS 125/150
ume output, the back-pressure noted may (8.5/10.5)
rise above the spec pressure. This is due to
D90KS 175/230
variations in oil volumes returning to the (12/16)
back-pressure valve from the operated cylin-
D90KSP 175/230
der(s). (12/16)
• When said cylinders are operated in an abu- 1190E 175/230

sive manner pressure spikes are witnessed (12/16)
in this back-pressure system. In turn these
pressure spikes will damage hydraulic com- See troubleshooting procedures in the event
ponents. that back pressure cannot be adjusted and/or
maintained during feed pump actuation.
Examples of abusive cylinder actuation are, and
not limited to: Consult the Sandvik Regional technical
support team for help in the event pressure
• Rapid feed cylinder directional changes, up spikes are present at HPR/HPS manifolds
and down. during your drilling application.
• Stopping mast raise cylinders with full vol- Operating principals and/or additional spare
ume oil, lowering or raising mast.
parts may be required.
HPR PERFORMANCE CHART
Pressures noted herein are static pressures.

The pressures will raise an lower according to
loads within the systems.
Page 34
2-18-92
ACCUMULATOR 7. The bleeder valve can be used to let out any

gas pressure in excess of desired precharge.
(004695-000)
8. Replace dynaseal and valve guard.
RECHARGING
The accumulator charges should be pressure
checked at approximately 100 hour intervals. If
! CAUTION the bladder charge cannot be maintained, , the
complete accumulator must be replaced.
Overcharging the accumulator bladder can
damage the accumulator and hydraulic com-
ponents. Extreme temperatures can result in
incorrect pressure readings. Accumulator
charging should only be done when the
ambient temperature is between 70 and
100°F (21 and 38°C).
1. Exhaust all hydraulic pressure from the sys-

tem.
! CAUTION
DO NOT use oxygen as a charge gas. Dry
nitrogen gas should be used.
2. Remove valve guard and dynaseal.
3. Mount hose assembly gland nut to pressure

regulator.
4. Attach a swivel connector to the gas valve.

Hand tighten sufficiently to compress gasket
swivel connector in order to prevent gas leak-
age.
5. Precharge bladder slowly to about 10 PSIG

before completely tightening the valve stem nut.
Use a second wrench on the valve stem flats to
react the torque applied to the stem nut.
6. Proceed to inflate accumulator to 100 psi (7

bars) by slowly opening the pressure regulator
valve on nitrogen cylinder, closing it occasion-
ally to allow needle on pressure gauge to stabi-
lize (thus giving accurate reading of precharge
pressure). When correct precharge has been
reached, close pressure regulator valve on
nitrogen cylinder securely.
Accumulator - Page 35
2-18-92
Page 36
FEED SYSTEM
OPERATE FEED SYSTEM
SO THAT THIS ROTARY
HEAD IS AT THE UPPER-
GENERAL MOST TRAVEL
There are many different configurations of feed

systems. This manual details:
• D55SP with fast feed - Rotary application
• D55SP with fine feed - DTH application
• D40KS - DTH drill application
• 90 series cylinder pulldown - Rotary applica-

tion Operation and machine safety are of utmost
concerns during all hydraulic pressure setting
• 90 series motor pulldown - Rotary applica-
procedures. Stay clear of moving components
tion
such as chains, sprockets and table bushings
• Gator drill/propel - DTH application while feed system is in operation.
• D25KS D245S drill/propel - DTH application ! WARNING

Confirm the specific drill machine system sche- Oil under pressure can pierce the skin
matic for other applications. causing health concerns, or possible death.
Do not feel for hydraulic oil leaks with your
bare hand. Avoid skin contact whenever
FEED SYSTEMS possible.
Machine models, feed cylinders, pulldown and

hoist chains are primary considerations when
! WARNING
setting a feed system properly. A feed system Hot hydraulic oil may cause sever burns.
performance chart provides product model feed
system specifications through the blasthole When checking and setting feed pump systems
equipment product range. it will be necessary to register the pump servo
and high pressure supply pressure as well.
The Denison piston pump may be in an open
loop or closed loop application. The feed CHECKING PUMP PRESSURE:
system has to be operated on and put into a
stall setting in order to calibrate the maximum No Pressure Adjustment Required:
system pressure.
When possible test the feed system without the 2. Set the engine to high idle speed.
drill pipe connections. Rotary head empty as
shown in the following illustration. 3. Warm hydraulic oils to > 100° F (37.7° C).
The steps noted in this section are to be utilized Gator, D25KS and D245S series machines shall
for all blasthole application feed systems. have the drill propel selector (DPS) placed into
the drill mode prior to operating either of the
feed systems.
Feed System - Page 37

If pump is new allow adequate pre-charge time
per new pump start-up procedure.
3. Warm hydraulic oil to > 100° F (37.7° C).
4. Place pump control on stroke approximately

20% (manual or electric).
5. Set (manual or electric) feed pressure con-

trol ccw to minimum setting.
6. Actuate directional control valve to hoist

position.
7. When feed cylinder(s) are fully retracted and

the rotary head contacts top of mast, adjust
4. Place pump control on stroke approximately feed pressure control to maximum pressure
20% (manual or electric). setting.
5. Set (manual or electric) feed pressure con- 8. Remove pump compensator cover nut,
trol ccw to minimum setting. loosen lock nut.
6. Actuate directional control valve to hoist (for- 9. Adjust pressure compensator in to increase
ward) position. pump stall pressure.
7. When feed cylinder(s) are fully retracted and 10. Adjust pressure compensator out to
the rotary head contacts top of mast, adjust decrease pump stall pressure.
feed pressure control cw to maximum pres-
sure setting. 11. Adjust pressure to machine model spec per
feed performance chart.
8. If feed pump pressure is to spec, lower pres-
sure control setting ccw. 12. Monitor servo pressure while setting main
pressure.
9. Center directional control valve to neutral
position. 13. Monitor HPS pressure during setting main
pressure.
10. De-stroke feed pump.
position.
CHECKING PUMP PRESSURE:
When main, servo and HPS pressures are in
Diagnostic And Troubleshooting:
spec.
• Install 1000 psi (70 bar) pressure gauge to 15. De-stroke feed pump.
pumps ‘G’ port for servo pressure.
Center the feed pump controls to neutral during
• Install 500 psi (35 bar) pressure gauge on propel, machine start and shutdown modes.
HPS manifold (replenishment pressure).
All pressures noted are with hydraulic oil > 100°
F (37.7° C) engine speed at high idle, auxiliary
2. Set the engine to high idle speed. pressure gauges installed to appropriate ports.
Page 38
FEED PERFORMANCE CHART • Open loop pump servo pressure 160 to 280
psi (11 - 19 bar) range. Servo pressure
HPS Or increases with working pressure.
Main Servo
Replenishment
Model Psi Psi
Psi
(Bar) (Bar) SERVO
(Bar)
PRESSURE
GATOR * 3000 330/580 200/300
(207) (23/40) (14/21)
D25KS * 3500 330/580 200/300

(242) (23/40) (14/21)
D245S * 3500 330/580 200/300

(242) (23/40) (14/21) CASE
PRESSURE
D35KS 3000 N/A N/A
(207)
D40KS 3000 160/280 125/150 OPEN LOOP

(207) (11/19) (8.5/10.5) APPLICATION
D45KS 3000 160/280 125/150
(207) (11/19) (8.5/10.5) • Closed loop pump servo pressure 330 to
D50KS 3000 160/280 125/150 580 psi (23 - 40 bar). Servo pressure
(207) (11/19) (8.5/10.5) increases with working pressure.
D55SP 3200 160/280 125/150
(220) (11/19) (8.5/10.5) • Closed loop pump replenishment pressure
200 to 300 psi (14 - 21 bar). Replenishment
D60KS 3500 160/280 125/150
(242) (11/19) (8.5/10.5)
pressure decreases due to the condition of
the system components.
D75KS 3500 160/280 125/150
(242) (11/19) (8.5/10.5)
Piston pump case pressure 5 to 40 psi (.4 - 2.8
D90KS * 3500 330/580 200/300 bar) dependent on main pressure. Pump case
(242) (23/40) (14/21) pressure increases with system pressure and
D90KSP * 3500 330/580 200/300 should not exceed 75 psi (5.2 bar).
(242) (23/40) (14/21)
1190E * 3500 330/580 200/300

MACHINE LIFT-OFF
(242) (23/40) (14/21)
A machine safety system designed to limit
drilling capacity and over pressure conditions is
Products * have closed loop feed systems
connected to all feed system applications. The
therefore servo and replenishment pressures
extend side of feed cylinder(s) are monitored
will differ between models with the open loop
during drill conditions.
feed system.
Lift off components consist of
Auxiliary pressures to be checked when
performing feed system set-up, diagnostic, and • one manifold mounted adjustable relief valve
troubleshooting.
• interconnecting #4 hoses
• High pressure supply (HPS) adjustable from
125 to 150 psi (8.5 - 10.5 bar) on mid range • inline check valve positioned on open loop
machines and 175 psi (12 bar) other applica- feed pump port FB
tions noted in the HPR performance chart.
This pressure is a open loop pumps replen- • inline needle valve connected to open loop
ishment oil at prescribed pressure. feed pump port DG.

Machine lift off relief valve setting can limit the cylinders when deep hole drilling applications
machines down pressure capability. are used.
The inline check valve on open loop feed pump The cylinder maximum sequence valve setting
applications stops feed pump servo pressure is 4200 psi. Pump pressure have to be altered
from venting to pump case drain thus affecting prior to setting the cylinder maximum sequence
pump control. valve. Upon proper calibration return feed
pump to feed system specs.
The needle valve on open loop feed pump
applications limit system pressure and derates The feed distribution manifold for high pressure
the feed pump internally. The needle valve drill applications may have a additional 3/4 way
must be open 1.5 to 3 turns so the pump will control valve with cable connections and the
derate. additional maximum pressure relief valve.
NOTE! CYLINDER MAX

LIFT OFF
For open loop feed pump applications lift-off SEQUENCE VALVE SEQUENCE VALVE
relief valve is positioned on the feed distribution
manifold inside the hydraulic cabinet lower left
inside corner.
The typical machine lift-off pressure value is

200 psi less than the feed pump main pressure
setting for the specific model machine.
MACHINE LIFT-OFF
RELIEF VALVE SET
200 PSI < FEED SYSTEM
PRESSURE
FRS
D40KS, T40KS, D45KS

HIGH PRESSURE APPLICATIONS
FOS
FVS
Feed override solenoid FOS and feed vent
solenoid FVS part number 002006-101 are
shown mounted to support. These hydraulic
T T
solenoids are common valves typically used to

w
vent a system pressure or allow pilot pressure

D45KS HYDRAULIC CABINET
to be applied.
NOTE! Consult machine specific electrical schematic

On D40KS and D45KS high pressure drill for options.
applications the feed distribution manifold may
support a retract side cylinder maximum
sequence valve. This valve is protecting feed
Page 40
• FOS Feed Override Solenoid
SINGLE CYLINDER OR • FF Fine Feed Adjustment
DUAL CYLINDERS
• FFS Fast Feed Solenoid
• FVS Feed Vent Solenoid
• CIS Centralizer Interloc Solenoid
HVS
• HVS Holding Valve Solenoid
FFS • HV Holding Valve

• MLO Machine Lift Off (200 psi< feed pump)
• LSV Lower Stacker Valve (2500 psi)
• LPS Low Pressure Supply (5 psi)
• LPR Low Pressure Return (8 - 20 psi)
MLO
• LPD Low Pressure Drain
• HPS High Pressure Supply (125 - 150 psi)
• LS Load Sensing
LSV
• FFS Fine Feed Solenoid
FINE FEED
MANIFOLD
MLO
HPS DG FB
HPS
DG FB
FFS
LPR
LPS LPR
LPS
FVS LS
CIS FVS
FOS CIS
FOS
D55SP FEED SYSTEM SCHEMATIC

LP ROTARY APPLICATION
D55SP FINE FEED SYSTEM
Nomenclature regarding the feed system WITH LOAD SENCING
components shown here. Many of these names HP DTH APPLICATION
are common throughout the product range.
Feed systems for DTH drill applications have 90 Series Feed Systems
added valves allowing a fine feed or holdback
system. Cylinder Pulldown
Holdback is generally used when drilling deep A 90 series machine application feed system
holes with high drill string weight. Holdback uses a 14 cu in (229.4 cc) pump. Pressures are
when used allows the operator a means to stop noted in the feed performance chart.
or hold the drill string weight.
There are two feed systems applicable to the 90
series machines.
HV • Multi pass drill applications will use the cylin-

der pulldown system
• Single pass drill applications are offered with

either the cylinder or motor pulldown sys-
tems.
4.5 X 3 FAN
PRESSURE 90 series multi pass cylinder application feed
system require general maintenance of the
accumulator and auxiliary valves inside the feed
manifolds.
FF
The feed pump for 90 series machines are in a
closed loop application. Pump input controls are
calibrated with two output flow rates.
CMV
• Pulldown mode output flow rate is 113 gpm
(429 lpm) equates to 16° stroke limit.
LPD • Hoist mode output flow rate is 85 gpm (323

lpm) equates to 13° stroke limit.
MLO
When the output flow limiters exceed the spec
LSV the feed system reacts faster when controlled
on. Excess output flow may make the feed
uncontrollable when the pump is centered.
HPS
The following list of hydraulic components may
DG FB
be used to identify and set the specific valves of
a cylinder application feed system.
LPR
Holding valve: calibration specs are noted in
LPS service literature 008738. Holding valves are
counterbalance valves for feed cylinders. The
FOS TT W concept is to hold the load of rotary head and
x
LPD drill pipe during none drilling modes.
D40KS FEED SYSTEM SCHEMATIC

HP DTH DRILL APPLICATION
Page 42
Decompression pilot valve: is a two piece
component. The adjustable valve and check
valve are mounted on the feed cylinder return
pipe. Pilot hoses connect the pilot valve to a
check valve. Pressure setting the pilot valve to
600 psi enables feed system pulldown pressure
to open the decompression check valve. The
decompression check valve allows oil into the
HPS
FAN
REPLENISHMENT
feed pump return leg from HPS filtration.
PRESSURE
FILTER
• Install a pressure gauge on the decompres-
LPD
sion check valve between the pilot valve and
check valve. Expected reading to open the
check valve is 600 psi.
Replenishment check valves: are in a feed

manifold due to feed cylinder rod and case area
variations.
• It becomes necessary to allow oil into the

feed system return leg for adequate replen-
ishment during feed down conditions.
• It becomes necessary to allow oil to exit the

return leg during hoist modes. The feed
pump can be held over center if too much oil
is trapped in the return leg during hoist
modes.
HPS
ROTATION
PUMP
Replenishment pilot valve: is applied when
feed pump is in the hoist mode only. Valve set-
ting is approximately 1000 psi (70 bar) The pilot
valve opens the A port check valve to allow
return oil from the feed cylinder a exit to HPR.
• This valve is preset according to the specific

part number.
LPR
LPS
D90KS, 1190, 1190E

FEED SYSTEM

90 Series Motor Pulldown 90 series motor application feed systems
require maintenance of accumulator and gen-
eral hydraulic valves.
LPR
Two speed pilot control valve: is located near
the motor on the feed gearbox mount.
• Connect a pressure gauge between the pilot

valve and servo control valve. Adjust the
pilot valve for 1000 psi (70 bar) outlet pres-
sure.
Servo control valve: is located near the motor

on the feed gearbox mount. Hoses from the
pump servo system allow control oil to the
motor X or Y port.
• Motor speed will be slow when servo oil is
directed to Y port of the motor input control.
• Motor speed will be faster when servo oil is

directed to X port of the motor input control.
Motor actuation may be visible by a slight speed

increase for the hoist mode only. The motor out-
put control has a pointer that shall move from
19° to 14° during the hoist mode when the two
speed pilot control and servo control valves are
operable.
Drill/Propel Applications
The Gator, D25KS and D245S feed systems

use a Denison piston pump for propel/rotation
and propel/feed systems. Pump mounted mani-
folds require special torque discussed in the
supplemental pump component section of this
manual.
Each pump port manifold uses pilot assisted

directional control valves to switch pump port
flow to the dedicated system.
Fan system pressure in excess of 1800 psi (124

bar) enters manifold port V1 from a remote
LPS
mount solenoid valve (MCS) during the propel
tram mode only.
The directional control manifolds must have

D90KS, 1190, 1190E hoses attached to D1 or D2 ports in order to
FEED SYSTEM allow the valves to empty periodically.
Page 44
FINE FEED VALVE @ 10 GPM
LPD EXG REPLENISHING CHECK VALVES
D
GB2 A
V1
EX
B
HV
LS LSS
RE
A B
FPV FOS HPSG CBP REG
GA2 LOAD SENCING VALVE
HPR
REPLENISHMENT FILTER
GB2
V1 B
MCS W
A
T T
GA1
LPR
LPR
GATOR DRILL/PROPEL SYSTEM
The Gator machine utilizes two 001330 series

closed loop application pumps. Each pump is 6
cu in displacement and is controlled by a 900
series electronic displacement control valve.
Input voltage varies according to operator con-

trol. Expected voltage is 6 vdc for threshold and
21.5 vdc for max.
The Gator series pump may be manual con-

trolled with standard hand tools.
TEST PORTS

between the two applications with vane pump
principals.
D25KS high pressure applications use one

T6CC vane pump
SLOW FEED • shaft section - slow feed

PUMP
• rear section - fan/accessory
HVS
D245S high pressure applications use one
FOS T6CC and one T6C vane pumps
• shaft section - slow feed
• rear section - fan

HV
• single engine mounted pump - accessory
D25KS and D245S low pressure applications

MLO
use one T6CC vane pump
• shaft section - accessory
• rear section - fan
High pressure applications
B A D25KS and D245S applications with a slow

GB2 GA2
feed system maintain a slow feed relief valve
positioned on the low pressure return manifold
V1 port 9. The relief setting is 3600 psi (248 bar)
MCS set 100 psi over the fast feed pump pressure.
Fast feed pump compensator setting is 3500 psi

(242 bar). Refer to the feed system perfor-
mance chart when calibrating the fast feed sys-
tem on D25KS and D245S model machines.
FAST FEED
PUMP
MDS
D25KS, D245S FEED SYSTEMS
The D25KS and D245 machines are based on

low pressure rotary or high pressure DTH drill-
ing applications. The hydraulic systems vary
Page 46
PORT 3 SLOW FEED
RELIEF VALVE SETTING
3600 PSI (248 BAR)
hpr245
4. Actuate directional control valve to hoist (for-

ward) position.
5. When feed cylinder is fully retracted and the

rotary head contacts top of mast, adjust feed
pressure control cw to maximum pressure
setting.
6. If feed pump pressure is to spec, lower pres-

sure control setting ccw.

position.
CHECKING PUMP PRESSURE:
Slow feed application specs
No Pressure Adjustment Required:
• Slow feed pressure at 3600 psi (248 bar)
• Fast feed pressure at 3500 psi (242 bar)
• Remote pressure valve control setting from
3. Warm hydraulic oils to > 100° F (37.7° C). 0 through the range.
Gator, D25KS and D245S series machines shall Remote Pressure Controls
have the drill propel selector (DPS) placed into
the drill mode prior to operating either of the A remote pressure control valve and a pressure
feed systems. gauge connected to the rotation pump main
pressure enables torque to be set for drill pipe
and bit control in various ground conditions.
Two valve applications are typical on drill

machines:
• manual adjustable control

Remote pressure valves may be removed from
MANUAL CONTROL (003500-001) the pump port during diagnostic checks.
When a valve seat is open or damaged due to

low input power or common wear, the pumps
T pressure will take the path to low pressure
drain.
Removing the P or T port hose and securing

P the hose with a pressure type hydraulic plug
allows the remote pressure valve to be
bypassed. Install a hydraulic cap over the
exposed valve port.
• electrical adjustable control
ELECTRICAL CONTROL (VP01)
P T
Page 48
LOWER STACKER pressure with full volume oil supply dependent
on pump control position.
• D25KS and D245S machines high pressure

DIRECTIONAL CONTROL VALVES
drilling applications have a slow feed and
The lower stacker valve has two primary func- fast feed supply oil which will mix vane pump
tions. oil with a variable volume fast feed pump.
One is to provide oil supply for leveling the • D25KS and D245S machines use a drill/pro-
machine on uneven ground using (leveling jack pel selector switch (DPS) to enable the pis-
cylinders). ton pumps to independently operate both
functions.
Second is to have a sufficient oil supply for fill-
ing two (mast raise cylinders).
The components of the lower stacker valve cir-

cuit consist of:
• Pump supply oil
• Directional control valves
• Pressure control valve
• Hoses and hard line pipes
• Double acting cylinders
• Pilot check valves
• Counterbalance valves
• Midrange products D40KS, D45KS, D50KS,
The lower stacker valve sections are designed D55SP, D60KS, and D75KS utilize a opera-
to accept large volumes of oil for the purpose of tor controlled variable volume oil supply.
filling large diameter cylinders.
The control of the pump displacement from the
All blasthole equipment with the exception of the operators station can be varied to make slow or
90 series machines the lower stacker valve cir- fast cylinder travel speed.
cuit operates with oil supply from the feed sys-
tem. Lower stacker valve system pressure may be
checked during normal operation from the drill
Feed system performance is essential for the operator station.
appropriate lower stacker oil supply. Feed pump
and operator controlled remote pressure valve This system is not available on the Gator
enable lower stacker valve supply pressure. machine. The concept will differ on the D25KS,
D245S and all 90 series equipment.
Optional override features are available to allow
electrical switching that blocks feed pump oil
pressure from the remote pressure valve.
Feed override (FOS) feature when actuated

enables the feed pump to maintain maximum
Lower Stacker Valve - Page 49
CHECKING LOWER STACKER VALVE PRES- The absolute maximum pressure for lower
SURE: stacker valves and cylinders are 3000 psi (207
bar). Do not exceed 3000 psi (207 bar)
No Pressure Adjustment Required
Pressure Adjustment Required
Monitor hydraulic pressure gauge on operator
control panels. 1. Perform procedures noted.
When checking the lower stacker valve, relief 2. Locate the lower stacker valve inside the
valve setting stall a leveling jack cylinder in the hydraulic cabinet.
upper most full retract position.
Place the drill/propel mode selector to the drill

mode for D25KS and D245S machines. LOWER STACKER
RELIEF VALVE

lsv
3. Warm hydraulic oil to > 100°F (37.7° C).
4. Turn feed remote pressure valve full CCW

out for minimum pressure.
5. Place feed pump control on partial stroke.

This may be to the first stop position.
6. Move and hold the left rear leveling jack con- 3. When adjusting pressure do so with caution
trol lever forward or up for a retract cylinder and make small increment adjustments up
condition. toward the final setting.
7. Adjust the remote pressure control CW to 4. Adjusting the set screw CW increases the
obtain a system pressure. Continue to adjust system pressure. CCW decreases the sys-
remote pressure valve until the pressure sta- tem pressure available for cylinder working
bilizes at the stacker relief valve pressure pressure.
setting.
When making pressure adjustments a visual
8. Cab mounted hydraulic pressure gauge increase or decrease should be evident on a
should be at 2500 psi (172 bar) pressure test gauge. If there is no change in
pressure value troubleshooting the feed system
As stated prior the feed pump pressure(s) have and/or lower stacker valve may be required.
to be the greater pressure in order for lower
stacker pressure to be obtained.
2500 psi (172) bar is a base pressure for most

machine applications. Under certain machine
! WARNING
weights it may be necessary to increase the Opening a pressurized hydraulic line can
lower stacker relief valve pressure. result in personal injury, death or fire. Never
open a working hydraulic system line during
any phase of operation.
Page 50
The lower stacker valve consists of Leveling jack cylinders use two check valves
with a pilot section separating the extend and
• one inlet section with a relief valve typically retract ports. (POC) represents pilot operated
set at 2500 psi (172 bar) check valves.
• four or five open center manual controlled
spring centered working sections
• one outlet section with return hose to HPR
HPR
Mast raise cylinders use counterbalance valves

in the cylinder barrel base end. There are two
(CB) valves per cylinder and two cylinders per
machine mast. The valve settings differ from
extend and retract working ports.
2500 PSI
LOWER STACKER SCHEMATIC
When servicing individual valve sections inspect

spool seal surfaces, section mating surfaces, o-
ring and back-up seal or quad seal condition,
linkage or cable end alignment and adjust-
ments.
Maintain proper tie rod tension for the specific

manufacture valve assembly.
R
• Commercial Intertech 40 - 45 ft lb
(54 - 61 Nm) E
• Gresen 40 - 45 ft lb (54 - 61 Nm)
• Apitech 50 ft lb (68 Nm)

For accurate results adjustments to the mast
Refer to the appropriate service disassembly raise cylinder counterbalance valves may be
and repair literature. made with a manifold on a test bench only.
Hydraulic systems training module book 4 will
reference cylinder and valve adjustment specs.

AUXILIARY LOWER STACKER VALVE D90KS And 1190E Application
APPLICATIONS
The D90KS stacker application use fixed dis-
The D25KS, D245S and all 90 series applica- placement vane pumps with or without primary
tions differ from the mid range blasthole models. relief valves.
D25KS And D245S Application The following gearbox with vane pumps is an
example of a 1190E machine. Auxiliary gearbox
The manifolds and valve locations are shown on pump locations differ from 90 series machines
the reservoir drawing. in the cooling fan system pump(s) placement on
• Left side manifold LPR the two bottom mounting pads.
• Right side manifold HPR Pump port relief valves as shown can only be
set by momentarily stalling the output oil supply.
• Port 9 slow feed relief valve Do not run the system stalled for long periods of
time. Estimated test time less than 1 minute.
• Port 1 cooling fan relief valve
High pressure drilling applications with a slow HVP2/4

feed system maintain a slow feed relief valve
positioned on the low pressure return manifold
port 9.
This relief setting is 3600 psi (248 bar) set 100

psi (6.9 bar) over the fast feed pump pressure. 1190accpumps
Fast feed pump compensator setting is 3500 psi

ADJUSTABLE RELIEF
(242 bar). Refer to the feed system perfor- VALVE
mance chart when calibrating the fast feed sys-
tem on D25KS and D245S model machines.
When checking lower stacker pressures on

D25KS, D245S machines the highest pressure
are to be noted: PRESSURE TEST PORT
• Slow feed pressure at 3600 psi (248 bar)
• Fast feed pressure at 3500 psi (242 bar) When the pump port relief valve is used it must
be set higher than the lower stacker relief valve
• Remote pressure valve control setting from setting. External 9170 series relief valves are
0 through the range. calibrated to 2600 - 2850 psi (180 - 197 bar).
• Lower stacker relief valve pressure at 2500 In preparation for pump relief valve setting
psi (172 bar) remove the oil supply hose at the lower stacker
valve inlet port. Trace and mark hoses for
Perform the lower stacker pressure test as proper installation later on.
stated on page 50 with the left rear leveling jack
cylinder retracted. Use sufficient #12 hydraulic cap and plug sets
to plug the pump supply hose.
Page 52
Primary Relief Valve Pressure Setting And
Adjustments.
When applicable install a pressure hose and

adequate pressure gauge to the test port pro-
vided on the relief valve manifold. Use a test
gauge with at least 5000 psi (345 bar) capability.
1. Start the machine engine or
2. Start the machine electric motor when appli-

cable (Motor rpm at 1480).
3. Set the engine to high idle speed. LOWER STACKER VALVE

BYPASSING INLET SECTION
4. Quickly check the gauge pressure.
Lower stacker valves will be described in detail
5. Lower the engine idle speed. in the valves and cylinders book 4.
6. Shutdown the machine engine or motor. When setting the lower stacker valve you must
7. Adjust the relief valve in to increase and out • Locate the bypassing inlet section
to decrease the system pressure. Do this
• Identify the bypass inlet relief adjustment
adjustment in small estimated increments.
screw and nut
8. Start the machine engine. • Open the center SAE plug to access the
relief valve adjustment screw. The plug is
9. Set the engine to high idle speed. located center on the bypass inlet screw.
10. Quickly re-check the gauge pressure. • Make adjustments to the center screw
adjustments only when setting lower stacker
11. Final pressure of pump port relief valve relief pressure value.
should be 2600 - 2850 psi (180 - 197 bar)
The following picture is used to illustrate the
12. Lower engine idle speed. lower stacker valve bypassing inlet section of
the 014492 series Apitech valve.
13. Shutdown the machine engine or motor. .
Release hydraulic pressure by opening the air

pressurization ball valve on the hydraulic reser-
voir cover.
Follow safe operating principals when working

with warm oil under pressure.
14. Connect hoses to the lower stacker valve

RELIEF VALVE
inlet port as removed. ADJUSTMENT SCREW
D90KS and 1190 hydraulic cabinets have the APITECH BYPASS INLET VALVE
same valve locations.
Checking Lower Stacker Pressure On D90KS 7. 2500 psi (172 bar) is a base pressure.
And 1190 Machines Machine weight due to options may require
higher lower stacker relief valve pressure
1. Start machine engine. values.
2. Start machine motor if applicable 8. Maximum lower stacker relief valve pressure
is 3000 psi (207 bar).
3. Warm hydraulic oil to > 100°F (37.7°C)
Do not loosen the large lock nut or adjust the
4. Operate left rear leveling jack cylinder con- large thread bypassing inlet valve.
trol up until hydraulic cylinder is in full retract
position. Changing the bypassing inlet adjustment
value will result in:
• Possible loss of oil flow and speed of the cyl-
inder functions
• The loss of working pressure available to

operate the leveling jacks and mast raise
d90opcon cylinders
• Heat generation through the valve adding to

seal failures and excess noise
Test procedures written from Apitech specify the

following set up to be performed on a test bench
in a controlled environment.
Setting of the Bypassing inlet requires a 60 gpm

5. Check lower stacker relief valve setting on (228 lpm) flow meter installed on the outlet hose
operator station hydraulic pressure gauge. connection.
Setting Lower Stacker Pressure On D90KS
FM BYPASSING INLET
And 1190E Machines ADJUSTMENT
1. Follow prior procedures.
2. Remove center position SAE plug from

bypass inlet adjustment nut.
3. Insert allen wrench into bypass nut assem-

bly.
4. Actuate left rear leveling jack control up until

hydraulic cylinder is in full retract position. Install two 500 psi (35 bar) pressure gauges,
one connected into the inlet supply hose and
5. Hold the leveling jack control, monitor one into the outlet return hose.
hydraulic pressure.
When perform this test with the valve mounted
6. Turn adjustment screw in to increase, out to on the machine do so at idle speed and do not
decrease working pressure. operate the stacker valve controls.
Page 54
Adjust the bypassing inlet valve large thread nut
to obtain 200 psi (14 bar) differential deltaP from
inlet to outlet gauge pressure maintaining oil
flow through the outlet.
38 GPM LPR
LPR
#1 PILOT SECTION
PRESSURE REDUCING VALVE
#2 PILOT SECTION FILTER
#4 BYPASS PISTON ASSY 12 GPM
#5 BYPASS ADJUSTMENT
WITH RELIEF VALVE
014492 SERIES INLET VALVE
The lower stacker inlet section receives oil from

two vane pumps. There is a mixing of 38 gpm
(144.4 lpm) and 12 gpm (45.6 lpm) for a com-
bined flow of 50 gpm (190 lpm) for filling the lev-
eling jack and mast raise cylinders.
In neutral mode the 50 gpm (190 lpm) opens the

bypass inlet piston and empties to reservoir with
minimal pressure drop.
When the bypass piston is miscalibrated system

operating pressure can drain to low pressure
return limiting the leveling jack and mast raise
functions.

A reduced pilot pressure is used to enable elec-
tric coil actuation. The pilot section pressure
reducing valve is calibrated to allow 200 psi
(13.8 bar) for the pulsar coils.
Pilot pressure may be tested at the bypass inlet

section PP pilot pressure adapter. The pilot sec-
tion pressure reducing valve is a non adjustable
component.
• excess pressure will damage the pulsar coils

and seals.
• low pressure will affect coil actuation limiting

performance of all work sections.
Cleaning the pilot section filter may be required

when work port sections performance is slow or
inoperable.
Each work section may be manual controlled by

connecting a service tool to the hex screw
within each section.
Each work section have flow limit screws that

may limit spool movement to slow a specific
function.
Page 56
ACCESSORY SYSTEMS • Outlet section (*power beyond plug) with two
return lines
When middle and upper stacker valves are con-

GENERAL
nected in series the middle stacker valve will
This section describes the functions of the have a power beyond plug installed in the outlet
‘upper’ and ‘middle’ stacker valves. section.
The outlet section will have an additional return

DESCRIPTION hose which is relief valve drain to LPR manifold.
All our blasthole rigs are equipped with vane Two separate vane pumps supply oil to the mid-
pumps to deliver oil for non-drilling related func- dle and upper stacker valves on larger drilling
tions. products.
Directional control valves most commonly Upper stacker valve are non drilling accessory
referred to as stacker valves, are actuated by options. Sections may vary according to cus-
the machine operator to enable the vane pump tomer requested options or after market field
oil to run actuators. installations.
Upper stacker valves consist of any combina-

tion of the following options:
• Inlet section with relief valve
• Vee block cylinder (angle drilling)
• Drill pipe support swing cylinder in sequence

8 SECTION with clamp cylinder
MIDDLE STACKER
CONTROL LEVERS • Drill pipe centralizer swing cylinder in
sequence with clamp cylinder
• Dust hood door cylinder
• Dust hood cylinder

Middle stacker valve sections consist of:
• Power tong swing cylinder
• Inlet section with relief valve
• Power tong break-out cylinder
• Drilling air on/off control cylinder
• Power tong clamp cylinder
• Mast lock cylinder(s)
• Outlet section with two return lines.
• Holding wrench (deck wrench) cylinder
Operator consoles may have from 2 to 8 control
• Water injection/dust collector motor(s)
levers that move the section spools of the upper
• Loader swing cylinders stacker valves.
• Loader indexing cylinder Each directional control valve assembly has

one adjustable relief cartridge on the inlet sec-
• Loader locking cylinder tion.
• Winch motor
Accessory Systems - Page 57
Install a 3000 psi (207 bar) pressure gauge in
line or dead headed into a work section.
PRESSURE GAUGE TO
ANY WORK PORT
PRESSURE GAUGE TO
ANY WORK PORT
GRESEN SECTION
COMMERCIAL INTERTECH SECTION
• Components in the accessory system will be STACKER VALVE PRESSURE:

protected by the relief valve.
No Pressure Adjustment Required
• Load moving ability will be affected by the
relief valve and load sense check valve. When machine is shutdown install one appropri-
ate size pressure gauge at any working section
• Motor performance will be limited by the outlet adapter using approved pressure fittings
relief and load sense check valve. and hose. Gauge should be 3000 psi (210 bar).
Adjusting the relief valve CW in will create more • Machines with the hydraulic test station
pressure and may effect the hydraulic compo- option have a pressure hose connection.
nent life.
• Middle stacker pressure may be checked by
selecting HP1 control position 2
Adjusting the relief valve CCW out will decrease
the working ability of the components. It will • Upper stacker pressure may be checked by
generate heat which in turn affects seal life. selecting HP1 control position 3.
The only means of checking accessory systems

are with a pressure gauge installed inline or in a 1. Start machine.
dead head condition.
Maintain proper tie rod tension for machine spe-
cific manufacture valve assemblies. 3. Warm hydraulic oil to > 100° F (37.7° C).
• Commercial Intertech
4. Operate the control handle that has been
• Gresen 32 ft lb (43 Nm) selected as the test section
• Apitech 50 ft lb (68 Nm) 5. The pressure hose and gauge will pressur-
ize to the relief value
Refer to the appropriate service disassembly
and repair literature. 6. Lower the engine idle speed
7. Stop the machine engine or motor
Page 58
8. Disconnect test equipment rate. Adjustments to this valve require connec-
tion of a inline flow meter as shown below.
.
S/N
AIR ON/OFF
SECTION
BEING TESTED
GPM
5000 PSI GAUGE 21.5
TEST PRESSURE
2500 PSI 170 BAR
Sandvik blasthole products maintain relief valve 2. Set the engine to high idle speed.
settings for the middle and upper stacker valve
accessory components at a base pressure 3. Operate the control handle that has been
between 2200 to 2500 psi (150 -170 bar). selected as the test section.
• Check pressures as needed or at 2000 hour 4. Check both pressure on the gauge and flow
intervals. value through the flow meter.
5. Note the hydraulic oil temperature.

STACKER VALVE PRESSURE
Diagnosing And Troubleshooting When flow values drop 15 to 20 percent under

load it is time to remove the vane pump from
Equipment schematics represent 2500 psi (170 service.
bar). This is a base number and may differ
between drill product line. NOTE!
• Checking flow with a flow meter connected Failure to service the unit may affect other
inline between the pump and directional hydraulic systems. Vane pump oils return to the
control inlet section. HPR/HPS manifolds for feed system replenish-
ment as stated in HPR/HPS system setting sec-
• When checking flow maintain a pressure tion of this manual.
gauge on a working section.
Gator Application Accessory Systems
NOTE!
Gator, D25KS, D245S, and all 90 series The Gator machine uses a flow divider mounted
machines use a 3 port adjustable flow divider to the vane pump outlet port. The flow divider
between the pump output flow and the stacker splits the flow to the base stacker and HPR
valve inlet section. The flow divider cartridge is manifold. Base and feed stacker valves are
a preset valve for either a 21 or 26 gpm flow electro proportional type control valves.

Electrical input allows proportional oil flow for
the desired actuator speeds.
The Gator machines base stacker consists of:
)
• inlet section with relief valve
T
• boom lift - up down T
• boom swing - left right
• feed dump -
• feed tilt - left right
• feed extend - up down
• water injection dust collector
• outlet section with a pilot pressure reducing

valve and power beyond plug
The Gator machine feed stacker consists of:
• inlet section with relief valve
• power tong - swing clamp
• power tong - breakout
• holding wrench - in out GATOR BASE STACKER

• loader swing - in out
• loader lock - in out Manual override and stroke limiting features are
standard components on the Gator machine
• loader rotate - cw ccw base and feed stacker valves.
• centralizer - swing clamp Stroke limiters may be adjusted to provide

smooth speed control for a specific cylinder or
• dust hood - up down, petol wrench
motor circuit.
• outlet section with a pilot pressure reducing
valve and pressure buildup valve 018835-037
COIL RESISTANCE
Operator controls are multi function by means of REDUCED
tram relays (TR) located inside the cab junction PRESSURE
box of Gator machine cabs.
Refer to Electrical Systems Training Module

MANUAL OVERRIDE
Book 2 Gator Testing and Adjusting. SPOOL
COVER
STROKE LIMITER
Page 60
Manual override feature allows testing of the The following picture is used to illustrate the
spool section as a troubleshooting method. middle and upper stacker valve bypass inlet
Adjustment of the manual override CW will section of the 018149 series Apitech valve.
move the specific spool to direct oil into the
actuator.
Gresen 018835 series directional valves are

pilot controlled with a reduced pressure rate of
300 psi (21 bar). Excessive pilot pressure will
damage coils and seals.
The pressure reducing valve is mounted inside

the outlet section and is non adjustable. Pilot
pressure may be taken from a single pressure
MAIN RELIEF VALVE
port on the outlet section.
90 Series Application Accessory Systems

In neutral mode the 12 gpm (45.6 lpm) opens
The 90 series machines uses a flow divider the bypass inlet piston and empties to power
mounted inside the hydraulic cabinet. The flow beyond to be available for the lower stacker
divider splits vane pump flow to the middle and function.
upper stacker sections and HPR manifold.
When the bypass piston is miscalibrated system
operating pressure can drain to low pressure
FLOW DIVIDER return limiting the valve section functions.
A reduced pilot pressure is used to enable elec-

tric coil actuation. The pilot section pressure
reducing valve is calibrated to allow 200 psi
(13.8 bar) for the pulsar coils.
Pilot pressure may be tested at the bypass inlet

section PP pilot pressure adapter. The pilot sec-
tion pressure reducing valve is a non adjustable
component.
• excess pressure will damage the pulsar coils

and seals.
Expected flow to the middle and upper stacker
valve sections is limited to 12 gpm (45.6 lpm). • low pressure will affect coil actuation limiting
Excess flow to HPR is 40 gpm (152 lpm). A flow performance of all work sections.
meter is required to establish proper flow to the
stacker valve sections. Cleaning the pilot section filter may be required
when work port sections performance is slow or
Improper adjustments to the flow divider will inoperable.
lead to operational problems for
Each work section may be manual controlled by
• stacker valve sections connecting a service tool to the hex screw
within each section.
• cylinder application feed system replenish-
ment

Checking Middle Stacker Pressure On 7. 2500 psi (172 bar) is a base pressure.
D90KS And 1190 Machines Machine options differ between models.
Stacker relief valve pressure values may
1. Start machine engine. vary and should not exceed 2500 psi
(172 bar).
2. Start machine motor if applicable
3. Warm hydraulic oil to > 100°F (37.7°C) #2 BYPASS PISTON

#6 RELIEF VALVE CARTRIDGE
4. Operate a single control without pressure #7 PILOT SECTION PRESSURE
REDUCING VALVE WITH FILTER
limiters to stall a hydraulic cylinder in full
retract position.
d90opcon
All middle and upper stacker valves have com-

mon pressure limiters and flow limit adjust-
ments.
Check middle stacker relief valve setting on Dust hood functions use a individual work port
operator station hydraulic pressure gauge. pressure limiter. The dust hood cylinder work
port pressure limiter is calibrated for 1000 psi
Setting Middle Stacker Pressure On D90KS (70 bar) for extend mode only.
And 1190E Machines
1. Follow prior procedures.
2. Remove center position #2 SAE plug from

relief section plug.
3. Insert 5/32 (3.9 mm) allen wrench into

assembly.
4. Actuate control until hydraulic cylinder is in

full retract position.
5. Hold the control, monitor hydraulic pressure.
6. Turn adjustment screw in to increase, out to

decrease working pressure.
Page 62
90 Series Track And Feed Chain System
ACCUMULATOR PRESSURE
625 PSI (43 BAR) N2
TRACK TENSION
PRESSURE REDUCING
400 - 800 PSI
(27.5 - 55 BAR)
LPD
FEED CHAIN TENSION

PRESSURE REDUCING
300 - 400 PSI
(20.7 - 27.5 BAR)
CHAIN TENSION
PRESSURE LIMIT
2000 PSI
(138 BAR)
LSV
Chain tension limit valve is mounted inside the

hydraulic cabinet straight in, top panel. This is
the first pressure value to enable chain tension-
ing when the lower stacker valve is operating
above 2000 psi (138 bar).
As the lower stacker valve is actuated pressure

less than 2000 psi (138 bar) will not generate a
track or feed chain tension mode.

Track tension pressure reducing valve is Feed chain tension pressure reducing valve is
mounted on the machine frame between the mounted inside the hydraulic cabinet on the top
axle and fuel tank, under the front engine panels.
mount.
During routine service feed chain tension may
During routine service track tension may be be relieved by opening the flow control valve
relieved by opening the vent connection inside #38.
the track frame.
350 AND 375 TRACK ASSEMBLIES
Each track assembly use a single accumulator

as a shock absorber for the idler recoil. Dry
nitrogen N2 is the filling gas and should be
check on 1000 hour service intervals. extreme
ambient operating conditions may require more
frequent service intervals.
Page 64
COOLING SYSTEMS The anti-cavitation check valve allows return oil
to enter the motor inlet after the hydraulic sys-
tem stops operation.
GENERAL
Available as individual parts the 017520-001
The following section describes the two types of check valve uses adapters, hoses and swivel
cooling systems used on Sandvik blasthole rigs. tee adapters to connect the check valve around
A and B ports of the vane motor.
Open loop - Denison vane pump and vane
motor. This open loop system has been the pri- This addition has drastically reduced vane
mary cooling system throughout our equipment motor failure due to cavitation.
history. It has undergone numerous changes to
accommodate the bigger horsepower require- The open loop pump is shown.
ments of the drilling industry.
Closed loop - Sundstrand pump and motor with

pilot control valves. This closed loop system has
been on mid-range machines since 1995 and
has undergone minor changes to the system. D25KW FAN PUMP
WITH RELIEF VALVE TEST
AND TEST PORT PORT
DESCRIPTION
The open loop motor and fan system is shown

below is vane pump and vane motor compo-
nents. The system uses a relief valve, thermal
valve with a bypass check valve and oil cooler.
Pressure test ports may vary from model to
Fan pressure is used as a pilot pressure for var- model however one location that is easy to
ious features in the feed system. access on all products is at the feed system
holding valve pilot port connection as shown.
017520-001 ANTI -
CAVITATION CHECK FEED SYSTEM
VALVE NOT SHOWN HOLDING VALVE
TEST PORT
New factory installed systems have a reverse COOLING FAN PRESSURE

flow check valve connected between the high AT THE RATED HIGH
and low pressure ports of the vane motor. IDLE ENGINE SPEED
Available as a field modification the anti-cavita-

tion check valve assists the motor after machine
shutdown.
Cooling Systems - Page 65

A variable speed cooling system designed in ment, working pressure and fan dimension vary
1995 enables two operating speeds. from machine models.
The concept is: When the pump and motors are specified cor-
rect the air flow across the radiator and oil cool-
• Slow fan speed for starting and cool operat- ers range between 1250 to 1400 CFM.
ing conditions.
• Fast fan speed when drilling conditions Aluminum airfoil and steel engine type fan blade
assemblies are in use. Sizes are as noted.
warm fluids and require additional cooling.
One series of the closed loop pump is shown.

STEEL ALUMINUM
NA 36 IN OD 8 BLADE
4 X .4375 X .125 X 24°
SUNDSTRAND 42 IN OD 8 BLADE 42 IN OD 8 BLADE

CLOSED LOOP 4 X .4375 X .125 X 26°
COOLING FAN PUMP
48 IN OD 8 BLADE 48 IN OD 8 BLADE
4 X .4375 X .125 X 24°
54 IN OD 8 BLADE 54 IN OD 8 BLADE
4 X .4375 X .125 X 19°
NOTE:
It should be observed when working with the
aluminum fan that the two center hubs can be
The closed loop motor and fan system is loosened in order to replace or reposition each
shown. fan blade. Field modifications to the fan blade
pitch is not recommended.
SUNDSTRAND CLOSED
LOOP COOLING FAN The balanced design of the aluminum fan
MOTOR MOUNTED TO A
OVERHANG ADAPTER blades to the fan hub is essential to allow
proper air flow through the coolers.
Proper balance can only be achieved with
• The fan assembly removed from the

machine.
• Placed on a flat horizontal surface
• Precision dial indicator used at each of the

fan tip ends.
Overhang adapters are oil filled and require • Improper balance may lead to fan blade fail-
periodic maintenance. ure at it’s rated speed.
• Improper fan speeds and blade pitch will

FAN TYPES redirect unwanted air back into the cooler
enabling fluid overheating.
Fan speed is the primary concern for either of
the cooling systems. Pump and motor displace- • Fan assemblies are mounted to shafts using
taperlock bushings. Spec 008674-000
Page 66
FAN SPEEDS 3. Position a magnetic photo-tachometer or
use a handheld model.
Check fan speed with reflective tape at the fan
hub. Use any brand name photo-tachometer 4. Start machine engine.
capable of measuring 0 to 2000 rpm.
5. Allow adequate air receiver tank pressure
STEEL ALUMINUM for the type of air compressor system.
36 IN (91 CM) OD 36 IN (91 CM) OD
1600 RPM 1800 - 2200 RPM
42 IN (106 CM) OD 42 IN (106 CM) OD 7. Check the fan circuit pressure.

1400 RPM 1600 RPM
48 IN (122 CM) OD 48 IN (122 CM) OD 8. With the photo-tachometer record the fan
1200 RPM 1400 RPM RPM.
54 IN (137 CM) OD 54 IN (137 CM) OD
1100 RPM 1050 - 1100 RPM 9. Adjust the fan relief valve. CCW adjustment
will decrease the pressure and slow the fan
Steel blade fans 42 inches OD and larger have speed. CW adjustment will increase the fan
a maximum fan tip speed. Do not exceed 1400 pressure and increase the fan speed.
rpm with the 48” and 54” steel engine fan.
10. The pump output flow and the motor dis-
Typical open loop fan system schematic: placement sizes determine the rated speed
at a midrange pressure.
The emphasis is on air flow across the radiator

and oil cooler assemblies and this is achieved
by proper fan speed according to fan type and
dimension.
Factors for a good cooling system:
• Pump shaft speed by means of correct gear-

X )
box ratio
• Pump displacement in GPM (LPM)
• Motor displacement receiving the pump out-

put oil
FIXED VANE PUMP AND MOTOR SYSTEM • Fluid condition
Setting Fan Circuit Pressure For Open Loop • Fan size (OD) outside diameter
Vane Pump/Motor System Fan Speed
• Fan style aluminum vs. steel
1. Install adequate pressure gauge, adapters
The formula for circuit system design
and pressure hose (5000 psi 345 bar).
Pump Displacement X pump shaft speed
2. Clean the center hub of the fan assembly
divided by 231 to find pump output flow in
and place reflective tape on the fan center
(GPM) gallons per minute.
hub.

Pump output flow in GPM at estimated 85% effi- Variable Speed Cooling Fan Systems
ciency X 231 divided by motor displacement to
find motor shaft speed. Applicable machines: GATOR, D40KS, D45KS,
D50KS, D55SP, D60KS, D75KS, D90KS,
It is recommended to maintain a midrange D90KSP, 1190D.
hydraulic pressure such as 2000 to 2500 psi
(140 - 170 bar) for best component life. The system consists of a piston pump and pis-
ton motor in a closed loop application.
Sandvik part number, motor designation and
displacements for open loop cooling fan sys- Servo pressure from the pump assembly is con-
tems are shown. trolled through a pressure reducing valve and a
engine mounted thermal valve. Reduced servo
SANDVIK P/N CAM DISPLACEMENT pressure enables minimum pump displacement
for slow fan speed.
001011-011 M4C024 1.49
001011-009 M4C043 2.84 Full servo pressure when the thermal valve
closes enable maximum pump displacement for
001011-010 M4C055 3.59
full fan speed.
001011-012 M4C067 4.34
001011-013 M4C075 4.89 PRESSURE

REDUCING
001978-001 M4D088 5.56 VALVE
001978-003 M4D113 7.12
001978-005 M4D128 8.08
001978-007 M4D102 6.44
001978-009 M4D138 8.81

ORIFICE BALL CHECK
017771-001 M4E153 9.67 SHUTTLE
To assist machine start up modes a 24 vdc sole-

noid is added to the cooling system relief valve.
The relief valve spring chamber drain port is This pressure reducing valve is used to tune the
connected to a normal closed solenoid. This machine for a specific ambient related slow fan
application is referred to as fan bypass. speed.
When the operator turns the key switch on and Adjusting the pressure reducing valve ccw out
applies the bypass switch the fan bypass sole- decreases slow fan speed and in cw increases
noid opens to empty the cooling system relief slow fan speed up to pump stroke limit screw
valve spring chamber to low pressure drain. calibration.
During this condition the relief valve is open
enabling pump flow to empty to high pressure A ball check shuttle valve threaded into the
return. The result is low to no fan rpm during pressure reducing valve port 1 separates
critical engine start modes. reduced servo pressure from maximum servo
pressure.
Upon releasing the bypass switch the fan
should make a noticeable speed increase. A .063 (1.6 mm) restrictor is used in the pres-
sure reducing valve port 2 adapter. The orifice
enables a servo pressure drop for slow fan
speed control.
Page 68
A simplified electronic control system replaces
the pilot valving and engine thermal valve. The
application requires two thermal sensors, one
fan control module, wire connections and a new
pump assembly with electronic displacement
control.
The application is used on Gator and D75EX

machines as of January 2002.
COOLING FAN PERFORMANCE CHART

(VARIABLE SPEED APPLICATION)
Engine thermal valves sense engine water tem- Closed loop piston application
perature as hot water above the engine specific
thermostat is returned to the radiator. MODEL MAIN PUMP CHARGE PUMP
The thermal valve is normal open so servo GATOR 0- 283 - 310 PSI
20 - 21.3 BAR
pressure after the orifice may empty to low pres-
sure drain allowing reduced servo pressure to D40KS 0 - 2600 PSI 283 - 310 PSI
control for a specific slow fan speed. 180 BAR 20 - 21.3 BAR
D45KS 0 - 2600 PSI 283 - 310 PSI

180 BAR 20 - 21.3 BAR
D50KS 0 - 2600 PSI 283 - 310 PSI

180 BAR 20 -21.3 BAR
FLOW METER D55SP 0 - 3600 PSI 262 -315 PSI

OUTPUT FLOW 248 BAR 18.1 - 21.7 BAR
3 - 3.5 GPM
11.4 TO 13.3 LPM D60KS 0 - 3600 PSI 262 -315 PSI
SHUTTLE VALVE 248 BAR 18.1 - 21.7 BAR
AND MOTOR DRAIN D75KS 0 - 3600 PSI 262 -315 PSI
248 BAR 18.1 - 21.7 BAR
D90KS 0 - 3600 PSI 262 -315 PSI

LPR 248 BAR 18.1 - 21.7 BAR
* Due to gearbox ratio this application servo

pressure may exceed 315 psi (21.7 bar).
Maintaining adequate servo pressure is the key

to getting the piston pump to stroke to full dis-
placement.
Conditions that may affect the pump stroke

LPD
capability are noted
• Motor hot oil shuttle valve oil flow capacity

out the motor case drain
• Pressure reducing valve for setting the

desired slow fan speed
VARIABLE SPEED COOLING FAN SYSTEM
• Engine thermal valve position in relation to 11. Expected fan speeds are 1050 to 1200
actual engine temperature (fluid valve or dependent on fan dimension. Refer to the
fluid sensor) previous topics for fan type and sizes.
• When applicable: Compressor thermal valve

position in relation to actual compressor oil
temperature (fluid valve or fluid sensor)
• Cold ambient toggle switch position in cold

run mode (thermal module sensor setting)
CHECKING THE VARIABLE SPEED COOL-

ING FAN SYSTEM (WITH PILOT CONTROL)
No Adjustments Required
1. Place reflective tape on fan assembly hub.
2. Start machine engine. System operating pressure will vary according

to fan speed. The load of the motor as it turns
3. Warm hydraulic oil to >100° F (37.7°C). the fan, cutting air, should allow the hydraulic
pressure to operate between 800 and 2800 psi
4. Place the cold ambient toggle switch in the (55 - 193 bar).
above 40° F mode or normal run mode.
PREPARING TO SET THE VARIABLE SPEED
5. Check fan speed with engine at low idle COOLING FAN SYSTEMS
speed (>1200 rpm).
Tools and test equipment:
6. Expected minimum fan speeds of 350 to 500
rpm with the engine at low idle speed. Due • 0 to 15 GPM (0 - 57 LPM) flow meter with #8
to ambient operating conditions it may hydraulic JIC adapters
become necessary to set the slow fan speed • Short length 24 inch (61 cm) #8 medium
as much as 650 rpm. pressure hydraulic hose
7. Set the engine to high idle speed. • Adjustable wrench, 7/8 (22mm) wrench,
9/16 (14mm) wrench, 1/2 (13mm) wrench,
8. Engine temperature has to be > engine reg- flat blade screwdriver
ulator thermostat range allowing hot coolant
return to the radiator. • #4, #8 JIC hydraulic caps and plugs, #4 JIC
swivel tee
9. Warm the engine coolant by momentarily
• Photo-tachometer, reflective tape
covering the radiator with curtain or card-
board material. Do not operate engine
Mount test equipment into determined hydraulic
coolant to shutdown temperature.
system components. Prepare the machine as
follows:
10. Check fan speed with engine at high idle
and the coolant temperature greater than
1. Install the flow meter into the cooling fan
195 to 200° F (90.5 - 93°C).
motor case drain line.
Page 70
5. Check that the applicable pump stroke lim-
HOT OIL SHUTTLE iter is adjusted out (ccw) as viewed on page
ADJUSTMENT 73 of this manual.
6. Adjust the stroke limiter in 3 (cw) turns prior

to pump start-up.
NOTE!
A toggle switch is operator station mounted. A
thermostat module is used in the Gator inside
the cab - lower right side - rear cover panel.
7. Actuate the cold ambient toggle switch to

cold application or dial thermostat to a set-
ting greater than ambient conditions.
8. Machine is configured to run and calibrate

the fan system.
Troubleshooting the cooling fan system may

require removing a single connection #4 hose
2. Place reflective tape on the fan assembly
from the engine thermal valve stamped ‘IN’.
hub.
3. Secure shuttle valve, loosen lock nut, back

out adjustment ccw to stop. Secure lock nut.
4. Adjust the pressure reducing valve (ccw) to

assure a slow fan speed for start-up. Final
adjustments will be made in a later step.
ADJUST OUT
FOR SLOW FAN
SPEED
Use a #4 JIC cap on the thermal valve adapter

and a #4 JIC plug in the hose. Use a 500 psi (35
bar) pressure gauge in the thermal valve hose
to test fan pump charge pressure.

SETTING THE VARIABLE SPEED COOLING become necessary to set the slow fan speed
FAN SYSTEM (WITH PILOT CONTROL) between 450 and 500 rpm.
Adjustments Required
2. Warm hydraulic oil to >100° F (37.7°C). The

fan may not be turning or turning very slow.
Monitor fluid temperatures, make adjust-
ments as fluid temperatures range between
100° - 195° F. Do not operate machine to a
shutdown condition.
3. Check fan speed with engine at low idle FAN PUMP CHARGE
speed (>1200 rpm). PRESSURE RANGE
4. Adjust the pressure reducing valve (cw) to 10. Actuate the cold ambient toggle switch to
the maximum limit. The pressure reducing normal run application or dial thermostat to a
valve is used to adjust a specific slow fan setting lower than ambient conditions or 40°
speed. F (4° C) for final setting.
NOTE!
The fan should make a noticeable speed VSS/CAS
increase with the adjustment of the pressure
reducing valve. GEARBOX
FRAME
5. Make (cw) adjustment to fan motor hot oil
shuttle valve monitoring fan motor case flow
for 3 to 3.5 gpm (11.4 to 13.3 lpm).
6. Check the motor case drain flow to spec

noted and secure shuttle valve lock nut.
7. When applicable: monitor the pump charge

pressure gauge during the motor case drain Troubleshooting the cooling fan system may
adjustments. require electric diagnostic or routing the two
hoses together bypassing this variable speed
NOTE! solenoid/cold ambient solenoid.
Hot oil shuttle valve setting and excess motor
case drain flow can affect the cooling fan pump 11. Set the engine high idle speed.
charge pressure. Charge pressure is used to
stroke the pump for maximum output flow. 12. Check the engine water temperature, the
charge pressure and the fan speed.
8. Adjust the pressure reducing valve (ccw) for
the final minimum fan speed setting. NOTE!
Maximum fan speed is calibrated at the cooling
9. Expected minimum fan speeds of 350 to 500 fan pump stroke limiter adjustment screw.
rpm with the engine at low idle speed. Due
to ambient operating conditions it may
Page 72
13. Adjust the appropriate stroke limit screw out 17. Check that the charge pressure gauge
(ccw) - non working port side of the pump, zero’s, and relieve hydraulic pressure.
and monitor the fan speed. Refer to the fan
speed charts on page 67. 18. When applicable: remove the pressure
gauge from the #4 hose and cap from the
M46 SERIES
engine mounted thermal valve in port.
19. When applicable: connect the #4 hydraulic

hose to the ‘IN’ port of the engine mounted
thermal valve as original configuration.
20. Remove diagnostic test equipment and

reconfigure machine hoses to original spec.
NOTE!
Sandvik drawing 019209 hose assembly is
STROKE LIMITER
RIGHT SIDE shown in spare parts manuals.
Machine is ready to operate under normal oper-

ating conditions. It is recommended to:
ADJUST A PORT MULTI B PORT MULTI FUNCTION
FUNCTION VALVE VALVE AT 0 PSI • restart the machine
• set the engine to high idle speed
• confirm a slow fan speed
• cover the engine radiator momentarily

ADJUST STROKE
LIMIT FOR DESIRED • monitor the engine fluid temperature until
FAN SPEED
the fan speed increases
• switch the cold ambient toggle switch to the
M90 SERIES cold operating condition mode
• monitor the fan speed decrease to the slow

NOTE! fan speed setting made to spec
MPV046 series stroke limiter, torque sealing
lock nut to 4 - 7 ft lb (5.4 - 9.5 Nm) • remove the cover from the engine radiator
MPV090 series stroke limiter, torque sealing
lock nut to 18 ft lb (24 Nm) • switch the cold ambient toggle switch to the
normal operating mode
14. Perform a final check of the fan speed and
charge pressure. Make notes. When troubleshooting the cooling fan system
note the engine and compressor fluid tempera-
15. Idle the engine down to the low idle speed, tures.
verify slow fan speed and charge pressure.
Make notes. If the cooling fan system (pump, motor or con-
trol systems) are at fault both fluid temperatures
16. After an adequate cool down period stop the will be high and may enable a shutdown condi-
machine engine. tion.

Check the cold ambient toggle switch position
as this feature enables constant slow fan speed.
Extreme cold ambient conditions and cold oil

will affect the pilot oil circuit. In extreme cold
applications it may be required to increase the
pressure reducing valve slow fan speed setting.
Service motor overhang adapter with gear and

bearing lubricant appropriate for the ambient
conditions.
SETTING THE TWO SPEED COOLING FAN

SYSTEM (WITH ELECTRONIC CONTROL)
Use system set up procedures noted herein at

this time.
Page 74
02-4-98
PUMP DRIVE 8. Do not overfill. This will result in over-

heating and possible malfunction of the unit.
(001003-000)
9. Fill with MIL-L-2105C or API-GL-5.
GENERAL 10. Maximum operating oil temperature:

225°F (107° C).
The type of service and operating conditions
will determine the maintenance interval.
However, it is recommended that the oil level
be checked weekly, at the same time check Table 1: Lubricant recommendations
for oil leaks. Because the lubricant system is
the heart of the unit, it is especially important Lubricant
Temperature
Grade
that the oil be kept clean.
Below -10°F (-23°C) 75W
Above -10°F and up to 100°F 80W-90
PREVENTIVE MAINTENANCE (37.8°C)
Above 100°F (37.8°C) 85W-140
1. Lock-out and tag-out the starting function.
.
! WARNING POSITION 1
PUMP
Rotating shafts and gears can cause PADS
injury or death.
Always stop the engine before checking or
adding oil.
2. Clean the area around the oil fill and level

ports before checking or adding oil. MAGNETIC
DRAIN
OIL LEVEL PLUG
3. It is recommended that lubricating oil be
changed after the first 50 hours of service. The oil capacity in position 1 is approximately
4-1/2 quarts (4.02 liters).
4. Thereafter, and under normal operating

conditions, it is recommended that the oil be POSITION 2
changed after every 500 hours of operation.
The oil in the unit should be changed when-
ever the oil level shows traces of dirt or
effects of high temperature, evident by dis-
coloration or strong odor.
5. Drain oil while the unit is still warm, exam- PUMP

ining for contamination or metal particles. PADS
MAGNETIC
DRAIN OIL LEVEL
6. Clean all magnetic drain plugs before PLUG
replacing. The oil capacity in position 2 is approximately
2-3/4 quarts (2.59 liters).
7. Always use clean oil in clean containers.
001003-000 SHEET 1 OF 3
02-4-98
REMOVAL AND DISASSEMBLY seal.
1. Drain the oil as described in the “PRE-

VENTIVE MAINTENANCE” topic.
FLANGE
2. Remove the hardware securing the DRIVEN
pumps to the drive and pull the pumps SEAL GEAR
straight back from the pump drive.
3. Disconnect the gearbox driveshaft. BEARING
4. Using a suitable lifting device, remove the

DRIVE
gearbox mounting hardware and lift the gear- SNAP GEAR
box off of the rig. RINGS 1003-c
5. Position the gearbox so that the pump

pads are facing up.
6. Remove the screws securing the pads to

the housing and remove the pads (note the
location of each pad before removing). O-RING
ADAPTER
FLANGE
7. Note the location of each of the driven HOUSING
gears before lifting the gears and bearings
out of the housing.
14. Clean the inside of the gearbox housing
NOTE! with a suitable solvent.
It may be necessary to tip the gears slightly to
clear the drive gear bearing pocket
8. If necessary, pull the bearings off all the ASSEMBLY AND INSTALLATION
gear hubs.
1. Press the bearings on the drive and
9. Position the gearbox so that the drive driven gear hubs.
flange is facing up.
2. Lubricate the input flange oil seal before
10. Remove the nuts securing the flange installing it in the flange housing.
housing and adapter to the gearbox. Lift the
flange housing off of the gearbox. 3. Install the input flange bearing into the
flange housing and secure it in place with the
11. Separate the adapter from the gearbox outer snap ring.
housing and discard the O-ring.
4. Lubricate the shaft of the input flange
12. Lift the drive gear and bearings out of the before installing it in the flange housing and
housing. securing it with the inner snap ring.
13. If necessary, remove the inner and outer 5. With the drive gear and bearings well
snap rings from the flange housing to remove lubricated, install this assembly in the gear-
the input flange bearing, the flange and the box housing.
001003-000 SHEET 2 OF 3
02-4-98
6. Check the cleanliness of the input adapter 10. Check the cleanliness of the pump pads
and the gearbox surfaces. Apply a silicone and the gearbox surfaces. Apply a silicone
sealant around the adapter and install it over sealant around the pads and install them
the mounting studs and the drive gear bear- over the driven gear bearings. Tighten the
ing. mounting screws to 150 ft-lbs (202 Nm).
7. Lubricate and install a new O-ring in the 11. Using a suitable lifting device, lift the
adapter before installing the assembled input gearbox on to the rig and install the gearbox
flange and housing. Tighten the mounting mounting hardware.
nuts to 150 ft-lbs (202 Nm).
12. Attach the driveshaft and pumps.
8. Position the gearbox so that the pump
cavities are facing up. 13. Refer to the topic “PREVENTIVE MAIN-
TENANCE” and fill the housing with the rec-
9. With the driven gears and bearings well ommended oil.
lubricated, install these assemblies in the
gearbox housing. Be sure that the gear 14. Start the rig and check for oil leaks.
assemblies are placed in the same position if
they were removed and not replaced with
new ones.
001003-000 SHEET 3 OF 3
02-4-98
001003-000 SHEET 4 OF 3
3-25-98
CONTROL VALVES
(STACKERS) !! WARNING
At operating temperature, hydraulic oil is
(001023-000 & 001024-000) hot and under pressure. Hot oil can cause
burns. To prevent possible personal injury,
release the pressure in the hydraulic circuits
GENERAL before any hydraulic lines or components
are disconnected or removed.
The following adjustments are for the upper,
middle, and lower operator control (stacker) 4. Disconnect a cylinder retract line, at the
valves. valve or at the cylinder, and connect a 1/4” line
with an accurate 5000 psi gauge attached, to
the valve.
5. Start the engine and run it at full throttle or

high idle.
“UPPER” 6. Operate the control lever for the cylinder

CONTROLS until the cylinder stalls. Record the gauge read-
ing.
“MIDDLE”
CONTROLS
7. Return the control lever to “Neutral” and run
the engine at idle.
8. Adjust the relief valve as follows:
A. Loosen the locknut.

245-54.tif
B. Turn the adjusting stem clockwise to
increase pressure or counterclockwise to
“LOWER” decrease pressure to the valve.
CONTROLS
UPPER & MIDDLE STACKER RELIEF VALVE

ADJUSTMENT
Cartridge type relief valves are located in the ADJUSTMENT STEM
1023-S1
inlet sections of both of these valve banks. The
pressure settings should be adjusted as follows: LOCKNUT
1. Refer to the hydraulic schematic to deter-

mine the relief valve pressure settings.
2. Position the machine on level ground.

INLET SECTION
3. Shut the machine down and operate the

controls to release hydraulic pressure in the
lines.
001023 & 001024-000 SHEET 1 OF 2

3-25-98
C. Recheck the setting as described above.

HYDRAULIC
PRESSURE
D. Tighten the locknut. GAUGE
9. Remove the pressure gauge and reconnect

the hose.
LOWER STACKER RELIEF VALVE ADJUST-

MENT
A cartridge type relief valve is located in the inlet
section of this valve bank. The pressure set-
tings should be adjusted as follows:
245-54.tif
1. Refer to the hydraulic schematic to deter-
mine the relief valve pressure settings.
“LOWER”
2. Position the machine on level ground and CONTROLS
raise all “JACK” cylinders.
D. Tighten the locknut.
NOTE!
It is not necessary to install a gauge when
checking the relief pressure of the lower stacker ADJUSTMENT STEM
LOCKNUT
valve. The “HYDRAULIC PRESSURE” gauge
can be used as long as FEED pressure is set 1023-S2
higher than the inlet relief. INLET SECTION
3. Start the engine and run it at full throttle or

high idle.
4. Operate a “JACK - UP” control lever for the

cylinder until the cylinder stalls. Record the
reading on the “HYDRAULIC PRESSURE”
gauge.
5. Return the control lever to “Neutral” and run

the engine at idle.
6. Adjust the relief valve as follows:
A. Loosen the locknut.
B. Turn the adjusting stem clockwise to

increase pressure or counterclockwise to
decrease pressure to the valve.
C. Recheck the setting as described above.
001023 & 001024-000 SHEET 2 OF 2

02-11-97
DOUBLE PILOT CHECK

VALVE (001316-000
The double pilot check valve shown above is

used as a cylinder ‘locking device’ to hold
certain drill components in its last controlled
position. Some of the components you will
find this check valve on includes the holding
wrench and the drill pipe loader. As an
example, when the loader swing control lever
is returned to the ‘neutral’ position, the barrel
loader is ‘locked’ and will not vibrate or drift in
either direction until pressure is applied
through the control valve.
CHECK VALVE
If the cylinder does vibrate or drift out of its (USUALLY LOCATED
last controlled position, the check valve IN HYDRAULIC CABINET)
should be removed, thoroughly cleaned and
inspected. As replacement of component
parts are not recommended, the entire
check valve should be replaced if cleaning
the valve does not completely restore
‘locking’ of the component it is used with.
001316-000 SHEET 1 OF 1
02-11-97
001316-000 SHEET 2 OF 1
3-11-98
PUMP & MOTOR

8
SHAFT AND SEAL 6 7
5
REPLACEMENT 1
3
2
(001329-, 001330-, 002746-, &
002764-000)
4
GENERAL
Two types of shaft seals are used on these
pumps and motors; a seal assembly that
CARBON RING - TYPE SEAL
consists of a spring, rubber bellows, and carbon
ring, or a more typical oil seal.
4D
6
CARBON RING - TYPE SEAL 4A
This procedure applies to the following shaft

seals with seal kit part numbers:
001330-052
4B
001330-223
1
001330-416 4C
003785-061 ITEM 4 DETAIL
4F 4E 3
003785-185
Removal
Cleaning And Inspection
Disassemble and remove the driveshaft as
follows: All parts must be inspected and be free of
material defects, dirt, scratches or any foreign
1. Remove the four screws (8) and gaskets (7) material.
and remove retainer (6) and the stationary sec-
tion of seal (4). After cleaning, all parts must be covered with a
light film of clean oil.
NOTICE
Do not scratch the seal surfaces on the shaft
when removing seal (4). Installation
Install the shaft and seal assembly as follows:
2. Carefully remove the carbon ring and the
remainder of shaft seal (4) from shaft (1).
NOTICE
3. Remove snap ring (3) and pull out shaft and Before installing the shaft seal, exercise
bearing assembly (1). Remove shim (2) where care to ensure that all of the parts fit
applicable. together properly. If the rubber ring (F),
grips the shaft, spring (D) can disengage the
shell of carbon ring (C). Be sure the shell
001329-000 SHEET 1 OF 3
3-11-98
and the band of the carbon ring are properly L. Place the four gaskets (7) on the four screws
engaged before reassembling the seal. (8) and insert seal retainer (6). Depress the
seal retainer only far enough to start the four
1. Position the pump with the inlet and outlet screws and tighten evenly. Torque to 10 ft. lb.
port block facing down. (13.6 Nm).
2. Lubricate the seal and shaft with clean

hydraulic fluid of the same type that will be used
in the system. Install the assembled shaft and OIL SEAL - TYPE SHAFT SEAL
bearing (1) in the mounting flange and cradle. This procedure applies to the following shaft seal
Be certain that there are no burrs or sharp with seal kit part number:
edges on shaft seal area of the shaft. 001329-273
3. For a rigid shaft application use the shim (2)
that results in least clearance around the shaft 1
2
bearing.
4. Install snap ring (3) in the mounting flange to

retain the shaft assembly. Be certain that the
ring is fully seated in the groove. Use the ring
that results in the tightest fit.
5. Seal assembly (4) is available as a complete 1329-1s

unit only. Assemble the seal as follows:
5 4 3
NOTE ! 6
Seal installation must be completed quickly to
avoid the rubber friction ring seizing on the
shaft. OIL SEAL - TYPE SHAFT SEAL
F. Place spring retainer (E) over the shaft and

against the retaining ring on the shaft assembly. 1. Remove the four screws (1) and gaskets (2)
and remove retainer (3) and O-ring (5).
G. Place spring (D) against retainer (E).
2. Remove shaft seal (4) from shaft (6).
H. Apply grease to the inner surface of rubber
friction ring (F) and position the shell containing 3. Remove socket head screw (7) which
the rubber friction ring and carbon ring (C) over secures the cam to the housing.
the shaft with the carbon ring exposed.
NOTICE
I. Apply grease to the square section rubber
Do not scratch the seal surfaces on the shaft
seal (A) and install on ceramic seat (B).
when removing it from the cam.
J. Insert the seat and seal in seal retainer (6)
4. Carefully remove shaft and bearing assem-
with the lapped side of the seat in position to
bly (6) from the cam.
contact the carbon ring.
K. Place the seal retainer assembly and O-ring

(5) over the shaft with the lapped surface
against the carbon face.
001329-000 SHEET 2 OF 3
3-11-98
Cleaning And Inspection 3. Install O-ring (5) into the counterbore in the
housing.
All parts must be inspected and be free of
material defects, dirt, scratches or any foreign 4. Using a tapered sleeve tool with an inside
material. diameter of 1.240 inches (31.5 mm) and an out-
side diameter of 1.395 inches (35.5 mm), install
After cleaning, all parts must be covered with a seal (4) over the splines of the shaft.
5. Slide seal retainer (3) over the shaft and
against seal (4).
Installation
Install the shaft and oil seal as follows: 6. Place gaskets (2) over capscrews (1) and
install them. Alternately torque the screws to 50
1. Position the cam on the rotating group so ft-lbs (68 Nm).
that the thick part of the cam is at the bottom of
the port block.
2. Insert the small end of shaft and bearing

assembly (6) through the bore of the cam and
into the splines of the cylinder barrel.
001329-000 SHEET 3 OF 3
3-11-98
001329-000 SHEET 4 OF 3
3-12-98
HYDRAULIC PUMP DESCRIPTION

This hydraulic pump is an axial piston pump.
(001330-000) Rotation can be either clockwise or
counterclockwise.
GENERAL
This topic contains a description of the pump, a TROUBLESHOOTING
troubleshooting table, and instructions for
The following table lists some of the difficulties
replacing the shaft seal and shaft assembly.
which may be experienced with this piston
pump. The table indicates the probable cause
and possible remedies for the problem listed.

Noisy Pump Air in Fluid a. Leak in suction line
b. Leak at shaft seal
c. Low fluid level
d. Excessive pressure drop in the inlet line from reservoir
e. Suction line strainer acting as an air trap
Cavitation in pump rotating group a. Fluid too cold

b. Fluid too viscous
c. Fluid too heavy
d. Dirty return filters
Misaligned shaft a. Distrotion in mounting

b. Axial interference
Mechanical failure in pump a. Bearing failure

b. Worn parts in displacement control
High Wear in Pump Excessive loads a. Reduce pressure settings

b. Reduce speeds
Contaminent particles in fluid a. Improper filter maintenance

b. Introduction of dirty fluid into system
c. Dirty reservoir breather
d. Improper hose replacement
Improper fluid a. Fluid too thin or thick for operating range

b. Fluid breakdown
c. Incorrect additives in new fluid
d. Weak additives do to chemical aging
Water in fluid a. Condensation

b. Faulty breather
c. Leaking cooler
d. Incorrect flushing practices
Pressure Shocks Worn relief valve a. Repair
Worn compensator a. Repair
Servo pressure too low to maintain control a. Increase pressure & check pressure drop
Pump barrel blow-off a. Check pump hold-down, drain pressure
001330-000 SHEET 1 OF 3
3-12-98

Heating Fluid Excessive leakage a. Rescheck case drain flow
b. Fluid too thin
Hydraulic reservoir a. Fluid level too low

b. Air in fluid
Relief valve a. Set too low (compared to compensator)
Compensator a. Set too high (compared to relief)
Oil cooler a. Clogged or restricted

b. Reduced efficiency due to scale
c. Intermittent fluid flow

001330-052 Cleaning And Inspection
001330-223
001330-416 All parts must be inspected and be free of
003785-061 material defects, dirt, scratches or any foreign
003785-185 material.
After cleaning, all parts must be covered with a

Removal light film of clean oil.

follows:
Installation
1. Remove the four screws (8) and gaskets (7) Install the shaft and seal assembly as follows:
tion of seal (4). NOTICE
Before installing the shaft seal, exercise
NOTICE care to ensure that all of the parts fit
Do not scratch the seal surfaces on the shaft together properly. If the rubber ring (F),
when removing seal (4). grips the shaft, spring (D) can disengage the
2. Carefully remove the carbon ring and the and the band of the carbon ring are properly
remainder of shaft seal (4) from shaft (1). engaged before reassembling the seal.
3. Remove snap ring (3) and pull out shaft and 1. Position the pump with the inlet and outlet
bearing assembly (1). Remove shim (2) where port block facing down.
applicable.
in the system. Install the assembled shaft and
001330-000 SHEET 2 OF 3
3-12-98

8
6 7 H. Apply grease to the inner surface of rubber
5 friction ring (F) and position the shell containing
3
1 the rubber friction ring and carbon ring (C) over
2 the shaft with the carbon ring exposed.

4

4D
6
4A L. Place the four gaskets (7) on the four screws
(8) and insert seal retainer (6). Depress the
screws and tighten evenly. Torque to 10 ft. lb.
4B (13.6 Nm).
1 4C
ITEM 4 DETAIL H FB
4F 4E 3
bearing (1) in the mounting flange and cradle.
DG
Be certain that there are no burrs or sharp
edges on shaft seal area of the shaft. B
VB
3. For a rigid shaft application use the shim (2) C
that results in least clearance around the shaft
bearing. K 3888-s
REPLENISHMENT
PILOT
retain the shaft assembly. Be certain that the A
D1
FA
COMPENSATOR VA KG G V
5. Seal assembly (4) is available as a complete
NOTE ! PORT PORT

A PRESSURE/RETURN H FROM FILTER - SERVO
Seal installation must be completed quickly to B PRESSURE/RETURN PRESSURE
C SUCTION K AUXILLIARY REPLENISHING
avoid the rubber friction ring seizing on the D CASE DRAIN KG SERVO STRAINER &
shaft. DG CASE DRAIN GAUGE
FA CONTROL VENT - “A” SIDE
REPLENISHING TEST
V PRESSURE VENT & TEST
FB CONTROL VENT - “B” SIDE VA “A” SIDE VENT & TEST
G TO FILTER - SERVO PRESSURE VB “B” SIDE VENT & TEST
against the retaining ring on the shaft assembly. PORT IDENTIFICATION
001330-000 SHEET 3 OF 3
3-12-98
001330-000 SHEET 4 OF 3
02-11-97
AIR FILTER
(001658-000)
Table 1: PARTS DESCRIPTION
Q
ITEM T DESCRIPTION
Y
1 1 BODY
2 1 O-RING - 75-024
3 1 WASHER - rubber
4 1 LOUVER
5 1 ELEMENT - 5 micron
6 1 STUD
7 1 VALVE
8 1 INSERT
9 1 O-RING - 75-012
10 1 BODY
11 1 NUT
12 1 ELEMENT KIT - includes items 2, 3 and 5
13 1 FILTER KIT - automatic drain, includes
items 7, 8 and 9
During reassembly, make sure valve lip (7) is

turned down. Use a soft, blunt tool such as a
piece of cardboard to turn lip down. Do not
scratch the bowl surface when turning the
lip down.
Table 2: RECOMMENDED TOQUE

ELEMENT INCH POUNDS
Wash all parts using warm water and soap. STUD (ITEM 6)
Dry parts and blow out internal passages in BOWL (ITEM 1) 5 TO 10
body using clean, dry compressed air. Blow NUT (ITEM 11) 5 TO 8
air through filter element from inside to
outside to dislodge surface contaminants.
Replace filter element when plugged or dirty.
001658-000 SHEET 1 OF 1
02-11-97
001658-000 SHEET 2 OF 1
3-12-98
HYDRAULIC PUMP DESCRIPTION

This hydraulic pump is an axial piston pump.
(002764-000) Rotation can be either clockwise or
counterclockwise.
GENERAL
This topic contains a description of the pump, a TROUBLESHOOTING
The following table lists some of the difficulties
replacing the shaft seal and shaft assembly.
pump. The table indicates the probable cause
and possible remedies for the problem listed.

Noisy Pump Air in Fluid a. Leak in suction line
c. Low fluid level
d. Excessive pressure drop in the inlet line from reservoir
Cavitation in pump rotating group a. Fluid too cold

c. Fluid too heavy

Mechanical failure in pump a. Bearing failure

b. Worn parts in displacement control
High Wear in Pump Excessive loads a. Reduce pressure settings

b. Reduce speeds


b. Fluid breakdown

b. Faulty breather
c. Leaking cooler
Worn compensator a. Repair
Servo pressure too low to maintain control a. Increase pressure & check pressure drop
Pump barrel blow-off a. Check pump hold-down, drain pressure
002764-000 SHEET 1 OF 3
3-12-98

b. Fluid too thin

b. Air in fluid
Relief valve a. Set too low (compared to compensator)
Compensator a. Set too high (compared to relief)
Oil cooler a. Clogged or restricted

b. Reduced efficiency due to scale
c. Intermittent fluid flow

001330-052 Cleaning And Inspection
001330-223
001330-416 All parts must be inspected and be free of
003785-061 material defects, dirt, scratches or any foreign
003785-185 material.

Removal light film of clean oil.

follows:
Installation
1. Remove the four screws (8) and gaskets (7) Install the shaft and seal assembly as follows:
tion of seal (4). NOTICE
NOTICE care to ensure that all of the parts fit
Do not scratch the seal surfaces on the shaft together properly. If the rubber ring (F),
when removing seal (4). grips the shaft, spring (D) can disengage the
2. Carefully remove the carbon ring and the and the band of the carbon ring are properly
remainder of shaft seal (4) from shaft (1). engaged before reassembling the seal.
3. Remove snap ring (3) and pull out shaft and 1. Position the pump with the inlet and outlet
bearing assembly (1). Remove shim (2) where port block facing down.
applicable.
002764-000 SHEET 2 OF 3
3-12-98

8
6 7 H. Apply grease to the inner surface of rubber
5 friction ring (F) and position the shell containing
3
1 the rubber friction ring and carbon ring (C) over
2 the shaft with the carbon ring exposed.

4

4D
6
4A L. Place the four gaskets (7) on the four screws
(8) and insert seal retainer (6). Depress the
4B (13.6 Nm).
1 4C
ITEM 4 DETAIL H FB
4F 4E 3
DG
edges on shaft seal area of the shaft. B
VB
3. For a rigid shaft application use the shim (2) C
bearing. K 3888-s
REPLENISHMENT
PILOT
retain the shaft assembly. Be certain that the A
D1
FA
COMPENSATOR VA KG G V
NOTE ! PORT PORT

A PRESSURE/RETURN H FROM FILTER - SERVO
Seal installation must be completed quickly to B PRESSURE/RETURN PRESSURE
C SUCTION K AUXILLIARY REPLENISHING
avoid the rubber friction ring seizing on the D CASE DRAIN KG SERVO STRAINER &
shaft. DG CASE DRAIN GAUGE
FA CONTROL VENT - “A” SIDE
REPLENISHING TEST
V PRESSURE VENT & TEST
FB CONTROL VENT - “B” SIDE VA “A” SIDE VENT & TEST
G TO FILTER - SERVO PRESSURE VB “B” SIDE VENT & TEST
against the retaining ring on the shaft assembly. PORT IDENTIFICATION
002764-000 SHEET 3 OF 3
3-12-98
002764-000 SHEET 4 OF 3
2-14-97
HYDRAULIC TANK
AIR REGULATION SYSTEM
(004756-000)
PLUG TANK AIR

DRAIN VALVE
VALVE
ASSEMBLY
AIR REGULATOR
AIR RELIEF VALVE
1. Machine must be shutdown and all air regulator. Also reinstall the 30 PSI gauge on
pressure released from hydraulic tank the air regulator valve and remove test gauge
through the air drain valve. from air drain valve.
2. Install 100 PSI gauge in street elbow on 6. Restart engine and check air regulator
air drain valve. Rotate street elbow so gauge setting. Pressure reading should be no more
can be easily read. Remove plug from top of than 3-7 PSI.
air regulator and remove spring and valve
assembly. Replace plug. Remove air gauge 7. Air regulators are preset between 3 and
from air regulator and plug opening. 7 PSI. If excessive reading is obtained
regulator must be replaced.
3. Air relief valve adjusting knob must be
turned counterclockwise (CCW) to allow for
maximum relief before starting engine. Do
not unscrew adjusting knob completely.
4. Start engine and allow compressor

pressure to come up to a minimum of 100 PSI
receiver tank pressure. Adjust air relief valve
to 12-15 PSI by turning adjusting knob
clockwise (CW).
5. Release all air from hydraulic tank and

reinstall valve assembly and spring in air
004756-000 SHEET 1 OF 1
2-14-97
004756-000 SHEET 2 OF 1
6-13-97
HYDRAULIC VANE PUMP The inlet flow feeds through ports on both sides
of the cartridges as well as through a large port
through the cam ring at each suction ramp.
(008172-000) The vanes are held outward in a light but steady
contact against the fluid film which separates
them from the cam ring. Their radial position
GENERAL changes to follow the cam and to adjust for fluid
viscosity, contaminants and component wear.
The following pages cover the description, oper-
ation, removal, maintenance overhaul and The rotor is separated from the side plates by
installation instructions for the vane type the fluid film. The sideplates are clamped axi-
hydraulic pump. ally by an overbalance of the internal pressure
forces in the pumping cartridge. They accom-
modate dimensional changes due to tempera-
DESCRIPTION ture and pressure.
The vane pump consists of six basic compo-

nents: the housing or body, two unitized car- MAINTENANCE
tridges consisting of; a rotor, vanes, vane
holdout pins, cam ring, bearing, port plate and The internal parts of this pump are lubricated by
pressure plate, a shaft and bearing, mounting the operating fluid, therefore, preventative main-
cap and end cap. tenance is limited to keeping the fluid in the sys-
END CAP BODY MOUNTING CAP
seal. All fittings and bolts should be tight.
NOTE !
It is especially important that the suction or inlet
piping and fittings be tight and in good repair to
prevent air from being drawn into the system.
In the event the pump does not perform prop-

CARTRIDGES SHAFT & BEARING erly or a malfunction occurs, refer to the “Trou-
overhaul.
OPERATION
Operation of this hydraulic pump is as follows: TROUBLESHOOTING

The rotors, driven by the shaft, carry the vanes
in radial slots. The vanes follow the cam ring The following table lists some of the difficulties
through their cycle, two cycles per revolution for which may be experienced with this vane pump.
each vane; suction-seal-discharge-seal. The The table indicates the probable cause and pos-
rotors are loaded by the vanes only when they sible remedies for the problem listed.
are on the major and minor arcs of the cam con-
tour. Diametrical balance of vanes, ports and
pressures causes the rotors to see only pure
torque loads from the pumping action. The shaft
bearings carry the overhung and axial loads
imposed by the pump drive.
008172-000 (SHEET 1 OF 6)
6-13-97

housing and mounting cap.

Loss in Pump RPM a. Power source too small for pump being a. Provide larger power source. See HP
Under Load used. requirements for pump being used.
Pump Not Delivering a. Pump does not prime. a. Bleed air from system.
Oil b. Wrong direction on shaft rotation. b. Reverse direction of shaft.
Convert pump to reverse direction of rotation.
(Check rotation arrows on ident. plate & cam
ring.)
c. Tank fluid level too low. c. Add fluid and check level to be certain suction
line is submerged.
d. Fluid inlet line or suction strainer d. Clean strainer of all foreign material.
clogged.
e. Air leak in suction line. e. Tighten and seal connections. Replace seals.
f. Fluid viscosity too heavy to pick up f. Use lighter viscosity fluid.
prime.
g. Broken pump shaft or internal parts. g. Replace damaged parts per overhaul instruc-
tions.
Pump Not Develop- a. Relief valve setting too low. a. Reset relief valve.
ing Pressure b. Relief valve sticking open. b. Check for defective or malfunctioning valve.
c. Vane hold out pins not loading vanes. c. Disassemble and check pins & pin bores for
burrs or damage. Check for foreign material.
d. Free recirculation of fluid to tank being d. Check directional control valve for open cen-
allowed. ter or neutral position. Check for open bypass
valve.
Noisy or Erratic a. Air leak at pump inlet or suction lines. a. Check for air leaks by pouring system fluid
Operation around joints and listen for change in sound
level. Tighten as required.
b. Housing and mounting cap separation. b. Check bolts for poor torque.
c. Restricted or clogged inlet line or c. Clean strainer.
strainer.
d. Excessive pump RPM (cavitation). d. Provide power source that does not exceed
maximum pump RPM recommendations.
e. Worn vanes, cam ring or port plates. e. Replace cartridge.
f. Worn vane holdout pins. f. Replace cartridge.
g. Worn bearings. g. Disassemble and replace.
Seal Failure a. Excessive inlet pressure. a. Decrease inlet pressure, inlet pressure must
not exceed 35 PSI.*
* Except for pumps with S-5 seals. These must not exceed 50 PSI inlet pressure.
VANE PUMP TROUBLESHOOTING TABLE
008172-000 (SHEET 2 OF 6)
6-13-97
REMOVAL and INSTALLATION tion for changing cartridges and changing the
shaft and shaft seals.
should only be used as a guide in removing and Drain all fluid from the pump and thoroughly
installing this component. clean the exterior surface. Prepare a clean, lint
To remove the pump, proceed as follows: for inspection.
9. Stop the engine and allow the hydraulic oil to

cool. Disconnect the battery ground cable and Changing Cartridges
tag the ignition switch to inform others of the
maintenance taking place. When changing cartridges the following instruc-
tions should be observed.
10. Clean the area around the pump drive and
hose connections. 1. Drain all fluid from pump and thoroughly
11. To prevent hydraulic oil from draining out of
the pump supply lines, either drain the hydraulic 2. Match mark the pump end caps and body.
tank or attach a shop vacuum line to the tank’s Secure the pump in a vise with the shaft
breather opening. Build a vacuum and remove extended down. Clamp the vise on mounting
and cap the pump supply line. cap (3), not on body (2).
12. Tag, disconnect and cap the hoses at the 3. Remove the seven screws (20) and lift off
pump. Plug the pump ports to prevent contami- end cap (1) together with the rear cartridge.
nation. Remove seal (16) form the cap.
13. Securely support the pump with a suitable 4. Remove the rear cartridge assembly (P2)
lifting device before removing the pump attach- from end cap. It may be necessary to use a
ing hardware. gear puller with its arms hooked under the rear
port plate (9). Take care not to damage the cam
14. Before installing the pump be sure the ring or port plate.
mounting sufaces of the pump and pump drive
are clean. 20 2 3
15. Once the pump is installed, fill it with clean

hydraulic fluid.
1

the pump for leakage.
16 9 11 21
OVERHAUL
5. Remove the four screws (21) and separate
center housing (2) from mounting cap (3). The
General shaft assembly and shaft seal parts are
removed with the mounting cap. It may be nec-
The instructions contained in this section cover essary to use a gear puller to remove the front
a complete disassembly, inspection and assem- “P1” cartridge by hooking the arms under front
bly of the pump. Also in this section is informa- port plate (11). Take care not to damage the
008172-000 (SHEET 3 OF 6)
6-13-97
ring or mounting cap. 1. Drain the pump of hydraulic fluid. Secure

the pump in a vise. Clamp the vise on end
6. Place pump body (2) on end and install the cap (1), not on body (2).
new front cartridge in the housing. Lubricate the
O-rings before installation. 2. Remove four screws (21) and separate body
(2) from mounting cap (3). The shaft assembly
7. Install mounting cap (3) with the attached and shaft seal assembly will be removed with
shaft assembly by inserting the shaft through the cap. Remove the cartridge assembly from
the cartridge. Rotate the shaft to engage the cap (3). It may be necessary to use a gear
spline in the rotor. puller with its arms hooked under port plate (11)
to remove the cartridge. Take care not to dam-
NOTE ! age the port plate.
Align the match marks by turning the mounting
cap. 30
2 3
18
8. Install four screws (21) and alternately
tighten two to draw down mounting cap. Torque 4
all four to 158 Nm (118 ft. lbs).
9. Install the rear cartridge in opposite end of

housing. Make certain pin in port plate enters 29
drilled hole in housing. 19
11 17 21
3
3. Remove O-ring (17) from cap (3). Remove

1 retaining ring (19) and press or drive shaft
assembly (4) from the cap. Use a soft faced
hammer and gently tap the end of the shaft.
Remove seal (18) only if it is to be changed.
NOTE !
21
Examine ball bearing (30) for wear before
16
removing it from shaft (4). Apply light pressure
to the outer race and rotate to check for wear or
10. Install seal (16) on end cap. Apply hydraulic cracks and excessive looseness. Remove the
fluid to all seals to assist in assembly. Install bearing from the shaft if damaged. Inspect the
end cap (1) over the cartridge and rotate until shaft for damage, especially the seal surface for
the match marks are aligned. the shaft seal. Omit the next procedure if bear-
ing removal is not required.
11. Install the seven screws and alternately
tighten to draw down the end cap. Torque to 45 4. Remove retaining ring (29) and press bear-
ft. lbs. Fill with approved hydraulic fluid. ing (30) off of shaft (4).
Changing Shaft or Shaft Seal

NOTICE
Retaining ring (31) must be removed by
Change the shaft or shaft seal as follows: passing over the bearing surface of the shaft
and NEVER over the shaft seal surface. A
008172-000 (SHEET 4 OF 6)
6-13-97
damaged seal surface will cause the shaft

seal to leak.
1 20
5. If removed, install retaining ring (31) in the 61 Nm
(45 Ft-lbs)
groove nearest the input end of shaft (4) by
passing the ring over the output end of the 16
shaft. Do not install it over the input end as P2
this may damage the seal surface next to the P2 CARTRIDGE
groove causing seal leakage.
2
29 3 30
18 S
P1 CARTRIDGE
4
19
31 29 30
19
31 18
17 3
6. Install ball bearing (30) by pressing on the
inner race until the bearing is seated against
retaining ring (31). Install retaining ring (29). P1 21
Make sure both rings are fully seated in their 159Nm
(118 Ft-Lbs)
grooves.
4
7. Using a seal driver, press shaft seal (18) into

mounting cap (3). Grease the seal lips.
8. Install a protective sleeve over the splines of
NOTE ! shaft (4) and then press on the outer race of
The open face of seal must be toward installa- ball bearing (30) until it is installed in mounting
tion tool. If a sealant is not furnished on the cap (3).
O.D. of the seal apply a light coat of approved
sealing compound. Use extreme care not to
deposit any of the sealing compound on the
NOTICE
seal element or on the shaft. Do not press on the end of shaft (4).
9. Install retaining ring (19) to hold shaft (4) in

place. Make sure ring is fully seated in groove.
10. Place the front cartridge in body (2). Install

O-ring (17) on mounting cap (3) and insert shaft
assembly down through the cartridge engaging
the matching serrations.
008172-000 (SHEET 5 OF 6)
6-13-97
NOTICE
Take special care the splines of the shaft
and rotor engage smoothly. If necessary
rotate the shaft slightly to obtain this.
2 3
18
29
19
11 17 21
11. Align the match marks and secure cap (3) to

body (2) with screws (21). Torque to 159 Nm
(118 ft. lbs).
008172-000 (SHEET 6 OF 6)
6-18-97
of the cartridge as well as through a large port
(008610-000) through the cam ring at each suction ramp.
The vanes are held outward in a light but steady

GENERAL contact against the fluid film which separates
The following pages cover the description, oper- changes to follow the cam and to adjust for fluid
ation, removal, maintenance overhaul and viscosity, contaminants and component wear.
installation instructions for this vane type
hydraulic pump. The rotor is separated from the side plates by
the fluid film. The sideplates are clamped axi-
ally by an overbalance of the internal pressure
DESCRIPTION forces in the pumping cartridge. They accom-
This vane pump consists of four basic compo- ture and pressure.
nents: the housing or body, a unitized cartridge
consisting of; a rotor, vanes, vane holdout pins,
cam ring, bearing, port plate and pressure plate, MAINTENANCE
a shaft and bearing, mounting cap.
The internal parts of this pump are lubricated by
BODY MOUNTING CAP tenance is limited to keeping the fluid in the sys-
NOTE !
CARTRIDGE SHAFT & BEARING
OPERATION overhaul.
Operation of this hydraulic pump is as follows:

The rotor, driven by the shaft, carries the vanes TROUBLESHOOTING
in radial slots. The vanes follow the cam ring
through their cycle, two cycles per revolution for The following table lists some of the difficulties
each vane; suction-seal-discharge-seal. The which may be experienced with this vane pump.
rotor is loaded by the vanes only when they are The table indicates the probable cause and pos-
on the major and minor arcs of the cam contour. sible remedies for the problem listed.
Diametrical balance of vanes, ports and pres-
sures causes the rotor to see only pure torque
loads from the pumping action. The shaft bear-
ings carry the overhung and axial loads
008610-000 SHEET 1 OF 5
6-18-97


ring.)
line is submerged.
clogged.
prime.
tions.
valve.
strainer.
not exceed 35 PSI.*
* Except for pumps with S-5 seals. These must not exceed 50 PSI inlet pressure.
008610-000 SHEET 2 OF 5
6-18-97

maintenance taking place. When changing the cartridge the following
instructions should be observed.
the pump supply lines, either drain the hydraulic 2. Match mark the pump mounting cap and
tank or attach a shop vacuum line to the tank’s body. Secure the pump in a vise with the shaft
4. Tag, disconnect and cap the hoses at the 3. Remove the four screws (1) and lift off body
pump. Plug the pump ports to prevent contami- (2). Remove seal (3) from cap (11).
nation.
4. Remove cartridge assembly (4) from mount-
5. Securely support the pump with a suitable ing cap (11). It may be necessary to use a gear
lifting device before removing the pump attach- puller with its arms hooked under cam ring (4E).
ing hardware. Take care not to damage the cam ring or
mounting cap.
6. Before installing the pump be sure the
mounting sufaces of the pump and pump drive 4 4E 2 11
are clean. 1

hydraulic fluid.

4B 3
OVERHAUL
5. On a clean workbench install the new car-
tridge in body (2) making sure that drive lock
General pin (4B) is properly seated.
The instructions contained in this section cover 6. Lubricate the O-rings before installation.
a complete disassembly, inspection and assem- Install mounting cap (11) with the attached
bly of the pump. Also in this section is informa- shaft assembly by inserting the shaft through
008610-000 SHEET 3 OF 5
6-18-97
the cartridge. Rotate the shaft to engage the ing it from shaft (9). Apply light pressure to the
spline in the rotor. outer race and rotate to check for wear or
cracks and excessive looseness. Remove the
NOTE ! bearing from the shaft if damaged. Inspect the
Align the match marks by turning the mounting shaft for damage, especially the seal surface for
cap. the shaft seal. Omit the next procedure if bear-
7. Install four screws (1) and alternately tighten
two to draw down mounting cap. Torque all four 4. Remove retaining ring (6) and press bearing
to 155 Nm (115 ft. lbs). (7) off of shaft (9).
NOTICE
Changing Shaft or Shaft Seal Retaining ring (8) must be removed by pass-
ing over the bearing surface of the shaft and
Change the shaft or shaft seal as follows: NEVER over the shaft seal surface. A dam-
aged seal surface will cause the shaft seal to
1. Drain the pump of hydraulic fluid. Secure leak.
the pump in a vise. Clamp the vise on mount-
ing cap (11), not on body (2). 5
7
2. Remove four screws (1) and separate body
10
(2) from mounting cap (11). Remove the car-
tridge assembly from the cap. It may be neces-
sary to use a gear puller with its arms hooked
under cam ring (4E) to remove the cartridge.
Take care not to damage the cam ring or
mounting cap.
9
4 4E 2 11
1
6
10
8
11
9
3 5. If removed, install retaining ring (8) in the

5 7 groove nearest the input end of shaft (9) by
passing the ring over the output end of the
shaft. Do not install it over the input end as
3. Remove the mounting cap from the vise and this may damage the seal surface next to the
remove O-ring (3) from cap (11). Remove groove causing seal leakage.
retaining ring (5) and using a soft faced hammer
gently tap the end of the shaft. Remove seal 6. Install ball bearing (7) by pressing on the
(18). inner race until the bearing is seated against
retaining ring (8). Install retaining ring (6).
NOTE ! Make sure both rings are fully seated in their
Examine ball bearing (7) for wear before remov- grooves.
008610-000 SHEET 4 OF 5
6-18-97
7. Using a seal driver, press shaft seal (10) into 10. On a clean workbench install the cartridge in
mounting cap (11). Grease the seal lips. body (2) making sure that drive lock pin (4B) is
properly seated.
NOTE !
The open face of seal must be toward installa- 11. Lubricate the O-rings before installation.
tion tool. If a sealant is not furnished on the Install mounting cap (11) with the attached shaft
O.D. of the seal apply a light coat of approved assembly by inserting the shaft through the car-
sealing compound. Use extreme care not to tridge. Rotate the shaft to engage the spline in
deposit any of the sealing compound on the the rotor.
seal element or on the shaft.
NOTE !
8. Install a protective sleeve over the splines of Align the match marks by turning the mounting
shaft (9) and then press on the outer race of cap.
ball bearing (7) until it is installed in mounting
cap (11). 12. Install four screws (1) and alternately tighten
two to draw down mounting cap. Torque all four
NOTICE to 155 Nm (115 ft. lbs).

place. Make sure the ring is fully seated.
008610-000 SHEET 5 OF 5
6-18-97
008610-000 SHEET 6 OF 5
10-13-98
HYDRAULIC CYLINDER 4. Remove O-ring (6), wear rings (3) and ‘T’
seal (4) from piston (5). Discard these items.
(020050-000)
5. Remove wear ring (7), seal (12) and wiper
ring (13) from inside gland (11).
REMOVAL
6. Remove O-ring (8), back-up ring (9) and dirt
1. Tag and disconnect the hydraulic hoses at ring (10) from the outside of gland (11).
the cylinder. Cap the lines and plug the cylinder
ports to prevent the entry of dirt.
2. Unpin and remove the cylinder. Cleaning and Inspection
3. Clean the outside of the cylinder and place 1. Clean the threads of the gland and cylinder
the cylinder in a clean work area. body with solvent to remove any traces of lock-
ing compound.
2. Check the piston and gland for nicks or

OVERHAUL sharp edges. Polish to remove them.
NOTE! 3. Check the cylinder wall for signs of scoring.

These procedures were written with the Replace if needed.
assumption that the cylinder is to be completely
disassembled and a new seal kit installed. 4. Check the piston rod for distortion. Replace
if needed.
Disassembly
1. Support cylinder body (1) at both ends and Assembly

using a spanner wrench unthread gland (11).
1. Lubricate each part in clean hydraulic oil
NOTE! before installing it.
Because of the use of thread compound, it may
be necessary to heat the gland to 400°F 2. Install wear ring (7), seal (12) and wiper ring
(205°C) and disassemble hot to break the joint. (13) in gland (11) as shown.
2. Place a container under the rod end of cylin- 8 9

der body (1) to catch any oil remaining in the 10
cylinder. Pull the cylinder rod assembly straight 13
out of body (1) to prevent the piston assembly
from scoring the cylinder wall. 22237A1
7 12
3. Unthread and remove piston self-locking nut
(2). Carefully slide piston (5) and gland (11) off
of rod (14).
NOTE!
For models -004, -010, -011, -012, -013, and -
015 spacer (15) should also slide off the piston
rod. 11
020050-000 Sheet 1 of 3
10-13-98
3. Install dirt ring (10), back-up ring (9) and O-

ring (8) on the outside of gland (11) as shown.
4. Lubricate rod (14) with clean hydraulic oil INSTALLATION

and slide the assembled gland assembly on the
rod. 1. Pin the cylinder in place.
NOTE! 2. Remove the plugs from the cylinder ports

For models -004, -010, -011, -012, -013, and - and fill the cylinder with oil.
015, lubricate and install the spacer on the pis-
ton rod. 3. Remove the caps from the hydraulic hoses
and connect the hoses.
5. Check the center groove on piston (5) for
sharp edges. The shoulders of the groove 4. Start the machine and cycle the cylinder to
should have a 15-20° bevel. remove air and check for leaks.
6. Using a dull pick, begin walking ‘T’ seal (4) 5. Retract all hydraulic cylinders and check the
into position in the center groove of piston (5). oil level in the hydraulic reservoir. Add oil of the
type specified in Section 2.
NOTE!
It may be necessary to heat the top ring of the
‘T’ seal in oil or water to 210°F (100°C) to aid in
installing the seal.
7. Install wear rings (3) on the outside of piston

(5) and O-ring (6) on the inside.
8. Lubricate the inside of the piston assembly

with clean hydraulic oil before positioning it on
the end of rod (14).
9. Lubricate the threads of a new self-locking

nut (2). Install the nut on the end of rod (14) and
torque to 90 ft-lbs (122 Nm).
NOTE!
If self-locking nut (2) is being reused, apply Loc-
tite #277 to the threads of the nut before install-
ing it. Allow several hours for the locking
compound to cure.
10. Lubricate the gland and piston assemblies

and the walls of cylinder body (1) with clean
hydraulic oil before installing the piston in the
body.
11. Apply Loctite #277 (red) to the threads of

gland (11) before threading the gland into cylin-
der body (1). Using a spanner wrench, torque
the gland to a minimum of 175 ft-lbs (237 Nm).
020050-000 Sheet 2 of 3
10-13-98
2
3
4
3
20050s4.tif
6
15
7
8
10
11
12
13
14
NOTE!
ITEM 15 IS ONLY USED ON
CYLINDERS -004, -010, -011,
-012, -013, & -015.
020050-000 Sheet 3 of 3
10-13-98
020050-000 Sheet 4 of 3
8-98
HYDRAULIC CYLINDER 4. Apply a 1/4 inch (6 mm) bead of Loctite 277

around one half of the threaded inside diameter
PISTON LOCK KIT of the piston.
(020058-055) 5. Using the table below, determine the piston
torque required.
GENERAL NOTE!
The Loctite compound will begin hardening 4-6
The following instructions apply to hydraulic cyl-
minutes after tightening begins.
inders that use one of the following setscrew
and plug piston lock arrangements listed below. PISTON TORQUE TABLE
This arrangement has been upgraded to con-
TORQUE TORQUE
tain; Loctite 277, Loctite 242, a dog-point set- CYLINDER NUMBER
FT-LBS Nm
screw, and a setscrew and steel shear pin.
020058-055 020049-003 & 004 300 407
020059-061 020051-001 300 407
020064-058
020065-059 020056-001 & 003 300 407
020066-059 020058-001, 2, 3 & 4 350 475
020076-059
020077-057 020059-002 350 475
020089-058 020062-002 300 407
020170-061
020064-002 & 003 300 407
020170-071
020199-059 020065-001 & 002 300 407
020066-001 & 002 300 407

Before beginning the piston to rod assembly
check both parts for nicks and burrs. Clean the 020067-002 300 407
parts and their threads thoroughly. 020070-001 & 002 350 475
020071-001 & 002 350 475

ASSEMBLY 020076-001 & 002 350 475
020077-001 300 407

Assemble the piston to the rod as follows:
020078-001 450 610
1. As required, slide the assembled gland and
020089-001 350 475
spacer (4) on piston rod (10).
020170-001 & 002 220 296
2. Apply a thin film of clean hydraulic oil to the 020199-001 & 003 300 407
piston O-ring before installing it in the piston.
022102-001 300 407
3. Begin threading the piston on to the rod 022111-001 350 475
stopping when 1 inch (25 mm) of threads
remain inside of the piston.
6. Using a spanner wrench, tighten the piston
to the value determined.
NOTE!
To decrease the amount of curing time from 6
7. Locate the setscrew hole in the piston on the
hours to 2, it is recommended that Loctite
wear ring groove. Use a 5/16” drill bit, drill 1/8 ±
Primer N be applied to the threads.
1/16 inch (3 mm ± 1.5 mm) deep into the
020058-055 SHEET 1 OF 2
threads of the piston rod. 10. If the steel pin and setscrew are used, drop
the steel pin into the hole. Apply Loctite 242 to
8. Clean the drill shavings out of the hole and the last 3/4 threads of the screw before thread-
insert the dog-point setscrew (2). If this set- ing it into the piston. Torque this setscrew to 18
screw cannot be threaded in far enough to ft-lbs (24.5 Nm) of torque.
enable the piston wear ring to be installed cor-
rectly then the steel pin and setscrew must be 11. Lubricate and install the wear rings and
used. seals over the piston.
9. If the dog-point setscrew (2) can be used, 12. Allow the Loctite to cure for 6 hours, 2 hours
remove it and apply Loctite 242 to the last 3/4 if Loctite N primer was used.
threads before threading it into piston (3).
Torque this setscrew to 18 ft-lbs (24.5 Nm) of
torque.
DOG - POINT
SETSCREW
PISTON O-RING
WEAR RING
20170s1
CYLINDER 020170-002 SHOWN
020058-055 SHEET 2 OF 2
8-1-98
of the cartridges as well as through a large port
(021434-000) The vanes are held outward in a light but steady
GENERAL changes to follow the cam and to adjust for fluid
viscosity, contaminants and component wear.
The following pages cover the description, oper-
ation, removal, maintenance overhaul and The rotor is separated from the side plates by
installation instructions for the vane type the fluid film. The sideplates are clamped axi-
hydraulic pump. ally by an overbalance of the internal pressure
DESCRIPTION ture and pressure.
The vane pump consists of six basic compo-

nents: the housing or body, two unitized car- MAINTENANCE
tridges consisting of; a rotor, vanes, vane
holdout pins, cam ring, bearing, port plate and The internal parts of this pump are lubricated by
pressure plate, a shaft and bearing, mounting the operating fluid, therefore, preventative main-
cap and end cap. tenance is limited to keeping the fluid in the sys-
END CAP BODY MOUNTING CAP
NOTE !

CARTRIDGES SHAFT & BEARING erly or a malfunction occurs, refer to the “Trou-
overhaul.
OPERATION

The rotors, driven by the shaft, carry the vanes
each vane; suction-seal-discharge-seal. The The table indicates the probable cause and pos-
rotors are loaded by the vanes only when they sible remedies for the problem listed.
are on the major and minor arcs of the cam con-
tour. Diametrical balance of vanes, ports and
pressures causes the rotors to see only pure
torque loads from the pumping action. The shaft
bearings carry the overhung and axial loads
021434-000 (SHEET 1 OF 6)
8-1-98


ring.)
line is submerged.
clogged.
prime.
tions.
valve.
strainer.
not exceed 35 PSI.*
* Except for pumps with S-5 seals. These must not exceed 100 PSI (7 bar) inlet pressure.
021434-000 (SHEET 2 OF 6)
8-1-98

maintenance taking place. When changing cartridges the following instruc-
tions should be observed.
the pump supply lines, either drain the hydraulic 2. Match mark the pump end caps and body.
tank or attach a shop vacuum line to the tank’s Secure the pump in a vise with the shaft
4. Tag, disconnect and cap the hoses at the 3. Remove the seven screws (20) and lift off
pump. Plug the pump ports to prevent contami- end cap (1) together with the rear cartridge.
nation. Remove seal (16) form the cap.
5. Securely support the pump with a suitable 4. Remove the rear cartridge assembly (P2)
lifting device before removing the pump attach- from end cap. It may be necessary to use a
ing hardware. gear puller with its arms hooked under the rear
port plate (9). Take care not to damage the cam
6. Before installing the pump be sure the ring or port plate.
mounting sufaces of the pump and pump drive
are clean. 20 2 3

hydraulic fluid.
1

16 9 11 21
OVERHAUL
5. Remove the four screws (21) and separate
center housing (2) from mounting cap (3). The
General shaft assembly and shaft seal parts are
removed with the mounting cap. It may be nec-
The instructions contained in this section cover essary to use a gear puller to remove the front
a complete disassembly, inspection and assem- “P1” cartridge by hooking the arms under front
bly of the pump. Also in this section is informa- port plate (11). Take care not to damage the
021434-000 (SHEET 3 OF 6)
8-1-98
ring or mounting cap. 1. Drain the pump of hydraulic fluid. Secure

the pump in a vise. Clamp the vise on end
6. Place pump body (2) on end and install the cap (1), not on body (2).
new front cartridge in the housing. Lubricate the
O-rings before installation. 2. Remove four screws (21) and separate body
(2) from mounting cap (3). The shaft assembly
7. Install mounting cap (3) with the attached and shaft seal assembly will be removed with
shaft assembly by inserting the shaft through the cap. Remove the cartridge assembly from
the cartridge. Rotate the shaft to engage the cap (3). It may be necessary to use a gear
spline in the rotor. puller with its arms hooked under port plate (11)
to remove the cartridge. Take care not to dam-
NOTE ! age the port plate.
Align the match marks by turning the mounting
cap. 2 3 30
18
8. Install four screws (21) and alternately
tighten two to draw down mounting cap. Torque 4
all four to 158 Nm (118 ft. lbs).
9. Install the rear cartridge in opposite end of

housing. Make certain pin in port plate enters 29
drilled hole in housing. 19
11 17 21
3
3. Remove O-ring (17) from cap (3). Remove

retaining ring (19) and press or drive shaft
1
assembly (4) from the cap. Use a soft faced
hammer and gently tap the end of the shaft.
Remove seal (18) only if it is to be changed.
NOTE !
Examine ball bearing (30) for wear before
16 21
removing it from shaft (4). Apply light pressure
to the outer race and rotate to check for wear or
10. Install seal (16) on end cap. Apply hydraulic cracks and excessive looseness. Remove the
fluid to all seals to assist in assembly. Install bearing from the shaft if damaged. Inspect the
end cap (1) over the cartridge and rotate until shaft for damage, especially the seal surface for
the match marks are aligned. the shaft seal. Omit the next procedure if bear-
11. Install the seven screws and alternately
tighten to draw down the end cap. Torque to 45 4. Remove retaining ring (29) and press bear-
ft. lbs. Fill with approved hydraulic fluid. ing (30) off of shaft (4).
Changing Shaft or Shaft Seal

NOTICE
Retaining ring (31) must be removed by
Change the shaft or shaft seal as follows: passing over the bearing surface of the shaft
and NEVER over the shaft seal surface. A
damaged seal surface will cause the shaft
021434-000 (SHEET 4 OF 6)
8-1-98
seal to leak.
5. If removed, install retaining ring (31) in the 1 20

groove nearest the input end of shaft (4) by 61 Nm
(45 Ft-lbs)
shaft. Do not install it over the input end as 16
this may damage the seal surface next to the P2
groove causing seal leakage. P2 CARTRIDGE
29 3 30 2
18
S
4
P1 CARTRIDGE
19
31
19 29 30
31 18
17
6. Install ball bearing (30) by pressing on the 3
inner race until the bearing is seated against
Make sure both rings are fully seated in their P1 21
grooves. 159Nm
(118 Ft-Lbs)
4
7. Using a seal driver, press shaft seal (18) into
mounting cap (3). Grease the seal lips.
NOTE ! 8. Install a protective sleeve over the splines of

The open face of seal must be toward installa- shaft (4) and then press on the outer race of
tion tool. If a sealant is not furnished on the ball bearing (30) until it is installed in mounting
O.D. of the seal apply a light coat of approved cap (3).
sealing compound. Use extreme care not to
deposit any of the sealing compound on the
NOTICE

place. Make sure ring is fully seated in groove.
10. Place the front cartridge in body (2). Install

O-ring (17) on mounting cap (3) and insert shaft
assembly down through the cartridge engaging
the matching serrations.
021434-000 (SHEET 5 OF 6)
8-1-98
NOTICE
Take special care the splines of the shaft
and rotor engage smoothly. If necessary
rotate the shaft slightly to obtain this.
2 3
18
29
19
11 17 21
11. Align the match marks and secure cap (3) to

body (2) with screws (21). Torque to 159 Nm
(118 ft. lbs).
021434-000 (SHEET 6 OF 6)
3-6-98
HYDRAULIC VANE PUMP of the cartridge as well as through a large port

(021435-000)
The vanes are held outward in a light but steady
GENERAL them from the cam ring. Their radial position
changes to follow the cam and to adjust for fluid
The following pages cover the description, oper- viscosity, contaminants and component wear.
ation, removal, maintenance overhaul and
installation instructions for this vane type The rotor is separated from the side plates by
hydraulic pump. the fluid film. The sideplates are clamped axi-
ally by an overbalance of the internal pressure
DESCRIPTION modate dimensional changes due to tempera-
ture and pressure.
This vane pump consists of four basic compo-
nents: the housing or body, a unitized cartridge
consisting of; a rotor, vanes, vane holdout pins, MAINTENANCE
cam ring, bearing, port plate and pressure plate,
a shaft and bearing, and the mounting cap. The internal parts of this pump are lubricated by
tenance is limited to keeping the fluid in the sys-
BODY MOUNTING CAP tem clean. Dirt should not be allowed to
NOTE !
CARTRIDGE SHAFT & BEARING In the event the pump does not perform prop-
overhaul.
OPERATION

The rotor, driven by the shaft, carries the vanes
each vane; suction-seal & discharge-seal. The The table indicates the probable cause and pos-
rotor is loaded by the vanes only when they are sible remedies for the problem listed.
on the major and minor arcs of the cam contour.
Diametrical balance of vanes, ports and pres-
sures causes the rotor pumping action. The
shaft bearings carry the overhung and axial
loads imposed by the pump drive.
The inlet flow feeds through ports on both sides

021435-000 (SHEET 1 OF 5)
3-6-98


ring.)
line is submerged.
clogged.
prime.
tions.
valve.
strainer.
not exceed 15 PSI* (0.7 bar).
* Except for pumps with S-5 or HP seals. These must not exceed 100 PSI (7 bar) inlet pressure.
021435-000 (SHEET 2 OF 5)
3-6-98

maintenance taking place. When changing the cartridge the following
instructions should be observed.
the pump supply lines, either drain the hydraulic 2. Match mark the pump mounting cap and
tank or attach a shop vacuum line to the tank’s body. Secure the pump in a vise with the shaft
16. Tag, disconnect and cap the hoses at the 3. Remove the four screws (1) and lift off body
pump. Plug the pump ports to prevent contami- (2). Remove seal (3) from cap (11).
nation.
4. Remove cartridge assembly (4) from mount-
17. Securely support the pump with a suitable ing cap (11). It may be necessary to use a gear
lifting device before removing the pump attach- puller with its arms hooked under cam ring (4E).
ing hardware. Take care not to damage the cam ring or
mounting cap.
18. Before installing the pump be sure the
mounting sufaces of the pump and pump drive 4 4E 2 11
are clean. 1

hydraulic fluid.

4B 3
OVERHAUL
5. On a clean workbench install the new car-
tridge in body (2) making sure that drive lock
General pin (4B) is properly seated.
The instructions contained in this section cover 6. Lubricate the O-rings before installation.
a complete disassembly, inspection and assem- Install mounting cap (11) with the attached
bly of the pump. Also in this section is informa- shaft assembly by inserting the shaft through
021435-000 (SHEET 3 OF 5)
3-6-98
the cartridge. Rotate the shaft to engage the outer race and rotate to check for wear or
spline in the rotor. cracks and excessive looseness. Remove the
bearing from the shaft if damaged. Inspect the
NOTE ! shaft for damage, especially the seal surface for
Align the match marks by turning the mounting the shaft seal. Omit the next procedure if bear-
cap. ing removal is not required.
7. Install four screws (1) and alternately tighten 4. Remove retaining ring (6) and press bearing
two to draw down mounting cap. Torque all four (7) off of shaft (9).
to 157 Nm (117 ft. lbs).
NOTICE
Retaining ring (8) must be removed by pass-
Changing Shaft or Shaft Seal ing over the bearing surface of the shaft and
NEVER over the shaft seal surface. A dam-
Change the shaft or shaft seal as follows: aged seal surface will cause the shaft seal to
leak.
1. Drain the pump of hydraulic fluid. Secure
the pump in a vise. Clamp the vise on mount- 5
ing cap (11), not on body (2). 7
10
2. Remove four screws (1) and separate body
(2) from mounting cap (11). Remove cartridge
assembly (4). It may be necessary to use a
gear puller with its arms hooked under cam ring
(4E) to remove the cartridge. Take care not to
damage the cam ring or mounting cap. 9
4 4E 2 11
1
6
10
8
11
9
3
5. If removed, install retaining ring (8) in the
5 7 groove nearest the input end of shaft (9) by
shaft. Do not install it over the input end as
3. Remove the mounting cap from the vise and this may damage the seal surface next to the
remove O-ring (3) from cap (11). Remove groove causing seal leakage.
retaining ring (5) and using a soft faced hammer
gently tap the end of the shaft. Remove seal 6. Install ball bearing (7) by pressing on the
(18). inner race until the bearing is seated against
NOTE ! Make sure both rings are fully seated in their
Examine ball bearing (7) for wear before remov- grooves.
ing it from shaft (9). Apply light pressure to the
021435-000 (SHEET 4 OF 5)
3-6-98
7. Using a seal driver, press shaft seal (10) into 10. On a clean workbench install the cartridge in
mounting cap (11). Grease the seal lips. body (2) making sure that drive lock pin (4B) is
properly seated.
NOTE !
The open face of seal must be toward installa- 11. Lubricate the O-rings before installation.
tion tool. If a sealant is not furnished on the Install mounting cap (11) with the attached shaft
O.D. of the seal apply a light coat of approved assembly by inserting the shaft through the car-
sealing compound. Use extreme care not to tridge. Rotate the shaft to engage the spline in
deposit any of the sealing compound on the the rotor.
NOTE !
8. Install a protective sleeve over the splines of Align the match marks by turning the mounting
shaft (9) and then press on the outer race of cap.
ball bearing (7) until it is installed in mounting
cap (11). 12. Install four screws (1) and alternately tighten
two to draw down mounting cap. Torque all four
NOTICE to 159 Nm (117 ft. lbs).

place. Make sure the ring is fully seated.
021435-000 (SHEET 5 OF 5)
3-6-98
021435-000 (SHEET 6 OF 5)
SERVICE and REPAIR MANUAL
10-06-10
FEED & HOIST CHAINS and SPROCKETS - (20238-000)
General
This topic applies to roller chains with the following part number prefixes: 20238, 21522, 22470,
22737, 22738, and 22739.
A chain is a reliable machine component, which transmits power by means of tensile forces and is
used primarily for power transmission or conveyance systems.
New chain is vacuum lubricated during manufacturing. Lubrication increases chain life by reducing
wear and helping to prevent corrosion damage, primarily to the pins. Regular application of a pen-
etrating oil will restore internal lubrication and drive out moisture. Heavy oil or grease provides a
barrier to dirt and moisture. The benefits of lubrication outweigh the wear that may occur from
abrasion resulting from dirt picked up by the oil on the chain.
Most samples of chain examined after failure show signs of corrosion on the pins and link plates.
The pitting that results from corrosion establishes points on the pin surface where cracks and
breaks will occur from shock loads or high tensile loads. Lubrication will help prevent corrosion and
premature chain failure.
General Safety Recommendations
Safety for operators and ground personnel is of prime concern. Always take the necessary precau-
tions to ensure safety to others as well as yourself. To ensure safety, this equipment must be oper-
ated with care and concern by the operator for the equipment and a thorough knowledge of the
machine's performance capabilities. The following recommendations are offered as a general
safety guide. Local rules and regulations will also apply.
Roller Chain Description
Roller chain is a steel chain that has a inner plate, outer ROLLER ROLLER
plate, pin, bushing and roller LINK LINK ROLLER
PLATE PLATE LINK
PIN PIN
Pin link plates are the component part receiving chain LINK LINK
PLATE PLATE
tension. The holes for press-fit or bushings are
accurately punched to maintain uniform pitch.
PIN BUSHING
ROLLER
The pin is subject to shearing and bending forces
transmitted by the plate. At the same time, it forms a PIN
load-bearing part, together with the bushing, when the chain flexes during sprocket engagement.
Therefore, the pin needs high tensile and shear strength, resistance to bending, and also must have
sufficient endurance against shock and wear.
Copyright © Sandvik Mining and Construction 8-1

Maintenance
Sandvik recommends the following chain and sprocket care procedures:
! DANGER
WARNING
1.When using compressed air to blow chains clean, reduce pressure to 2 bar (30 psi)
and wear a face shield.
2.“Lock-out/tag-out all equipment prior to performing any chain inspection or chain

maintenance procedures
3. Personnel working at heights of greater than 1.83 meters (6 feet) are required to wear a safety
harness and tie off lanyard to prevent an accidental fall.
4. Clean the chains at regularly scheduled intervals. Blow or brush to clean. We do not recom-
mend direct pressure or steam washing because this will remove necessary lubrication.
5. Using a light penetrating oil such as WD-40, brush or spray the cleaned chains. A spray appli-
cation will more effectively penetrate between the rollers and pins.
6. Brush heavy oil on all surfaces after applying the penetrating oil. A 40 weight oil or heavier is
recommended, grease can also be used.
7. Inspect sprocket teeth for wear at regular intervals.
8. Sprocket shafts must be greased regularly. At regular intervals check to verify that sprockets
are receiving proper lubrication and turning freely.
Service Intervals
Ideally, chain maintenance should be done every 100 hours of operation. A 250 hour service inter-
val is the longest recommended. More frequent service intervals may be required depending on
local conditions, such as dust, rain, etc. Chain tension should be visually checked daily by the
operator.
Chain Inspections
Visual Chain Tension Inspection
Visual inspection of the chain tension should be conduct whenever the mast is lowered. The
distance between the mast chord and the top of the chain should be observed. The operator should
8-2 Copyright © Sandvik Mining and Construction

determine if the chain tension needs to be measured and adjusted.
Pyhsical Chain Tension Inspection
Inspections to the feed system chains is accomplished as follows:
1. Raise the rotary head to the top of the mast.
2. Unlock and lower the mast to the mast rest (horizontal position).
3. Tag-out the cab to inform others of the servicing in progress.
4. Measurements of the feed chain sag must be made midway between mast table and rotary
head, and from the bottom edge of the mast chord to the top of the feed chain as shown.
5. If the chain tension is not set to proper specifications, perform chain adjustments as per O&M
manual instructions.
ROTARY HEAD AT
MAST MAST TOP OF STROKE
TABLE CHORD ‘B’ ‘A’ ‘B’
MEASURING FEED CHAIN SAG
The general rule for chain sag measurement is as follows. The chain sag should be adjusted to
within 1% of the distance from the sprocket to the rotary head. Example: If the distance from the
sprocket to rotary head (at the top of the mast) is 13.7 meters (45 feet), then the sag measurement
distance calculation is as follows.
13.7 meters (45 feet) x 0.01 = 13.7 cm (5.4 in.)

A = 13.7 cm (5.4 in.) sag at center of mast when not equipped with a drill pipe stabilizer assembly.
B = 6.85 mm (2.7") sag at 1/3 length from table and 1/3 length from crown of mast when equipped
with a drill pipe stabilizer assembly.

Chain Wear Inspection
Inspect the chain for cracks, broken, deformed, or corroded parts; and for
tight joints or turned pins. If any are found, find and correct the cause of
the damage, and REPLACE THE ENTIRE CHAIN. Even though the rest
of the chain appears to be in good condition, it has been damaged and
more failures are likely to occur. The upper diagram to ther right shows a
link plate with shaded areas indicating areas where stress occurs and the
lower diagram an example of crack in a link plate.
In most roller chain drives, the chain is considered worn out when it has
reached 3% wear elongation. With 3% wear, the chain does not engage
the sprocket properly and can cause sprocket damage or chain breakage.
On drives with large sprockets (more than 66 teeth), allowable wear is limited to 200/N (N = no. of
teeth on largest sprocket) and may be substantially less than 3%. On fixed-center, nonadjustable
drives, allowable wear elongation is limited to about one-half of one chain pitch.
Measure a representative section of chain and if wear elongation exceeds 3% or the functional
limit, REPLACE THE ENTIRE CHAIN. Do not connect a new section of chain to a worn section.
Sprocket Inspection
Inspect sprockets for chipped, broken, or deformed teeth. If any are found, find and correct the
cause of the damage and REPLACE THE SPROCKET. Sprockets normally are stronger and less
sensitive to damage than chains, but running a worn chain on new sprockets can ruin the sprockets
in a short time. This is because a worn chain rides very high on the sprocket teeth and wears the
sprocket teeth in an abnormal pattern.
The bottom sprockets are particularly susceptible to wear because drilling dirt can accumulate
around them. When the bottom radius between the teeth wears and deepens, the teeth actually
form a wedge that can put tremendous force on the pins and rollers as they travel over the sprocket
under load. Sprockets should be inspected and if worn, replaced when the chain is replaced.
A worn sprocket is not nearly as well defined as a worn chain. However, there are some sprocket
characteristics that indicate when a sprocket should be replaced. Check for roughness or binding
when a new chain engages or disengages the sprocket. Inspect for reduced tooth thickness and
hooked tooth tips. If any of these conditions are present, the sprocket teeth are excessively worn
and the sprocket should be replaced.
As the sprocket turns and roller progress from surface “A” to “B”,
power is transmitted to the roller, advancing the chain. When
the roller reaches “C” , the sprocket is no longer transmitting
power, but is guiding the chain. If the sprocket material from “A”
to “C” is worn or broken then sprocket must be replaced.
8-4 Copyright © Sandvik Mining and Construction

The diagram to the right depicts a sprocket with shaded areas

indicating “wear patterns”. Wear slightly above the tooth trough
at “A” indicates normal wear with proper chain tension. If the
chain tension is slack, wear indication will be observed at “B”.
Do not run new chain on worn out sprockets because it can

WORN SPROCKET
cause the chain to wear rapidly. The pitch of the new chain is MATERIAL
much shorter than the effective pitch of the worn sprocket, so
the total chain load is concentrated on the final sprocket tooth
before disengagement. Then, when the chain disengages from
the sprocket, the roller is jerked out of the hooked portion of the
sprocket tooth and that results in a shock load on the chain as
the load is transferred from one tooth to the next.

11-15-10
ROTARY HEAD 4. Disassemble planetary carrier (49) if neces-

sary.
PLANETARY DRIVE
NOTE!
(001004-000) The planetary gears are a matched set. Do not
attempt to mix gears in a carrier.
GENERAL
It is recommended that rebuilding of the rotary

head planetary drive assembly be done in a
machine shop rather than in the field. Refer to
the topic “Rotary Head” for instructions on
removing and installing the rotary head and
planetary drive assemblies.
.
ROTARY HEAD
PLANETARY DRIVE 215
.010” to .030”
(.25 to .75 mm)
20915s1a.tif
BULLSHAFT
INSPECTION
All components should be visually checked for

cracks or other major problems that would elim-
DISASSEMBLY inate their usage in the rebuilding of this assem-
bly. All parts should be checked before starting
1. With the rotary head assembly on blocks in the assembly procedure.
the normal operating position. Block the head
securely and proceed with disassembly.
ASSEMBLY
2. Remove splined coupling (3) from the plane-
tary gearbox. 1. Assemble and install the planetary drive on
gearbox as follows:
3. Remove capscrews (5) from top of planetary
drive and remove planetary cover (6), planetary A. Coat the lower surface of planetary adapter
drive ring (10), planetary carrier (49), and plane- (11) with Loctite gasket eliminator #515
tary adapter (11). (001581-005). Position and align the adapter
001004-000 SHEET 1 OF 2
11-15-10
over bolt holes in the top of the gearbox lid. C. Remove capscrews (5). Holding the plane-
tary assembly, remove end cover (6). Do not
B. Grease quad rings (9) and insert in top move planetary adapter (11).
recess of planetary adapter (11) and on top of
planetary ring gear (10). D. Install 1/32” (.8mm) thick gasket (7) or 1/16”
(1.6mm) thick gasket (8) as required to act as a
C. Place planetary sun gear assembly (49) into spacer on top of planetary drive ring.
adapter (11) and install planetary drive ring (10)
on top of the adapter. Make sure quad rings (9) E. Grease and install quad ring (9) and end
are properly seated. cover (6) and retorque capscrews (5) to 100 ft-
lbs (135 Nm).
D. Place splined coupling (3) in the center of
planetary (49) and rotate the bullshaft to center F. Use the feeler gauge to recheck the clear-
the planetary gear assembly around input pin- ance.
ion.
G. After proper clearance is provided, reinstall
E. Coat the threads of capscrews (5) with Loc- splined coupling (3).
tite 242 and place in position. Tighten the cap-
screws alternately and torque to 100 ft-lbs
(135Nm).
2. Check the clearance of the planetary drive

as follows:
A. Remove splined coupling (3).
B. Using a feeler gauge, check the clearance

between top thrust washer (48) and the bottom
surface of the top end cover ((6). Clearance
should be from .010” to .030” (0.25 to 0.75 mm).
If clearance is less than .010” (0.25 mm) then
proceed as follows:
001004-000 SHEET 2 OF 2
2-11-98
ROTARY HEAD AIR SWIVEL E. Carefully place housing (17) over the
bullshaft and push it onto the bullshaft until the
SEAL REPLACEMENT seals are past the O-ring groove. Grease O-
ring (40) and install on bullshaft through top of
(001111-000) the housing. Check alignment of the packing
and press the housing into place.
ASSEMBLY AND INSTALLATION F. Coat the threads of capscrews (18) with

blue Loctite and tighten the housing down
1. Assemble and install upper swivel housing evenly. Torque to 100 ft- lbs (135Nm).
(17) as follows:
G. Coat both sides of wear bushing (15) with
NOTE! Never Seize or GP grease and place on top of
For additional instructions refer to page 002153- packing (16) previously placed in the bullshaft.
0 in this manual. Place remaining packing (14) on top of wear
bushing (15).
A. Pack and thoroughly grease upper seals
(19). H. Install one spacer (13) on top of upper
packing and install air pipe or flanged hose on
B. Insert seals (19) into housing (17) with the top of seal housing. The use of two bolts is suf-
lip of the top seal (19) facing toward the top of ficient as the flange will be removed after the
the housing and lip of bottom seal (19) towards packing and wear bushing are compressed and
the bottom of the housing. seated. Rotate the bullshaft a few turns by
hand to help seat the packing.
C. Place one packing (16) in the recess on top
of the bullshaft. I. Remove the air flange carefully without dis-
turbing spacer (13). Proper compression of
D. Coat the lower surface of housing (17) with packing will allow the spacer to extend above
orange Loctite. housing (17) .156” to .212” (4 to 5.5 mm) after
13 mm
13 1111S2
15 17 1111S1
14 18
17
16 14
19 16
15
49
19
001111-000 SHEET 1 OF 2
2-11-98
the flange is removed. If the spacer extends

more than .212” (5.5 mm) above the housing,
replace spacer (13) with a thinner spacer and
recheck for proper dimension. Use the spacer
which best meets recommended dimensions.
001111-000 SHEET 2 OF 2
11-09-98
HYDRAULIC MOTOR DESCRIPTION

This hydraulic motor can be either a fixed or
(001329-000) variable displacement, axial piston motor.
Rotation is bi-directional.
GENERAL
This topic contains a description of the motor, a TROUBLESHOOTING
replacing the shaft seal and shaft assembly. The following table lists some of the difficulties
Two types of shaft seals are used on these motor. The table indicates the probable cause
motors; a seal assembly that consists of a and possible remedies for the problem listed.
spring, rubber bellows, and carbon ring, or a
more typical oil seal.

Noisy Motor Air in Fluid a. Leak in suction line
c. Low fluid level
d. Excessive pressure drop in the inlet line from
reservoir
Cavitation in motor rotating group a. Fluid too cold

c. Fluid too heavy

High Wear in Motor Excessive loads a. Reduce pressure settings

b. Reduce speeds


b. Fluid breakdown

b. Faulty breather
c. Leaking cooler

b. Fluid too thin

b. Air in fluid
001329-1B SHEET 1 OF 4
11-09-98

This procedure applies to the following shaft 8
6 7
seals with seal kit part numbers: 5
001329-151 3
001330-052 1
2
001330-223
001330-416
003785-061
003785-185 4
Removal
Disassemble and remove the driveshaft as CARBON RING - TYPE SEAL

follows:
1. Remove the four screws (8) and gaskets (7) 4D

and remove retainer (6) and the stationary sec- 6
4A
tion of seal (4).
NOTICE
Do not scratch the seal surfaces on the shaft 4B
when removing seal (4). 1 4C
ITEM 4 DETAIL
2. Carefully remove the carbon ring and the 4F 4E 3
3. Remove snap ring (3) and pull out shaft and Installation
bearing assembly (1). Remove shim (2) where Install the shaft and seal assembly as follows:
applicable.
NOTICE
Cleaning And Inspection care to ensure that all of the parts fit
together properly. If the rubber ring (F),
All parts must be inspected and be free of grips the shaft, spring (D) can disengage the
material defects, dirt, scratches or any foreign shell of carbon ring (C). Be sure the shell
material. and the band of the carbon ring are properly
engaged before reassembling the seal.
light film of clean oil. 1. Position the pump with the inlet and outlet
port block facing down.

edges on shaft seal area of the shaft.
001329-1B SHEET 2 OF 4
11-09-98
3. For a rigid shaft application use the shim (2) 001329-273

bearing.
1
2

1329-1s
NOTE ! 5 4 3
Seal installation must be completed quickly to 6

shaft.
OIL SEAL - TYPE SHAFT SEAL
A. Place spring retainer (E) over the shaft and
B. Place spring (D) against retainer (E).
C. Apply grease to the inner surface of rubber
D. Apply grease to the square section rubber NOTICE

seal (A) and install on ceramic seat (B). Do not scratch the seal surfaces on the shaft
E. Insert the seat and seal in seal retainer (6)
with the lapped side of the seat in position to 4. Carefully remove shaft and bearing assem-
contact the carbon ring. bly (6) from the cam.
F. Place the seal retainer assembly and O-ring

against the carbon face. Cleaning And Inspection
G. Place the four gaskets (7) on the four screws All parts must be inspected and be free of
(8) and insert seal retainer (6). Depress the material defects, dirt, scratches or any foreign
seal retainer only far enough to start the four material.
(13.6 Nm). After cleaning, all parts must be covered with a
OIL SEAL - TYPE SHAFT SEAL Installation

This procedure applies to the following shaft seal Install the shaft and oil seal as follows:
with seal kit part number:
001329-1B SHEET 3 OF 4
11-09-98
1. Position the cam on the rotating group so 5. Slide seal retainer (3) over the shaft and
that the thick part of the cam is at the bottom of against seal (4).
the port block.
6. Place gaskets (2) over capscrews (1) and
2. Insert the small end of shaft and bearing install them. Alternately torque the screws to 50
assembly (6) through the bore of the cam and ft-lbs (68 Nm).
into the splines of the cylinder barrel.
3. Install O-ring (5) into the counterbore in the

housing.
4. Using a tapered sleeve tool with an inside

diameter of 1.240 inches (31.5 mm) and an out-
seal (4) over the splines of the shaft.
001329-1B SHEET 4 OF 4
10-9-97
ROTARY HEAD PRESSURE ADJUSTMENT
RELIEF VENT NOTE !

001670-002 relief vents are preset at 5 psi
(001670-002) when shipped from the factory.
Adjustment of the vent requires a low pressure

GENERAL output regulator and an air supply. Adjust the
relief vent as follows:
The following procedures describe the opera-
tion and the adjustment of the rotary head pres- 1. Attach the regulator inlet port to the air sup-
sure relief vent. ply and the assembled relief vent to the oulet
side of the regulator.
DESCRIPTION 2. Before suppling air to the regulator, loosen

the jam nut and turn the adjusting capnut ‘IN’ to
This pressure relief vent is mounted directly or increase pressure.
remotely to the rotary head planetary drive
assembly. Its purpose is to relieve internal FROM AIR SUPPLY
gearbox pressures in excess of 5 psi and to pre-
vent oil from draining out of the gearbox when PEEN THREADS
the mast is in the horizontal position. JAM NUT
If not properly maintained, this vent may stick in

the open position causing gearbox oil to
escape. Excessive internal gearbox pressure
will cause the lower bullshaft seal to leak when
the vent is stuck in the closed position.
The vent should be disassembled and cleaned

every 250 hours of service and replaced every REGULATOR ADJUSTING
1000 hours. Disassembly and assembly should ADJUSTMENT CAPNUT
be as shown below.
3. Start the air supply and make slow adjust-
ments to the regulator adjusting screw to
ROTARY
HEAD
001670-002 Sheet 1 of 2
10-9-97
increase output air pressure to 5 psi.
4. Slowly begin to thread the vent capnut ‘OUT’

until air begins to pass out the vent.
5. Turn the jam nut into the adjusting capnut

and tighten it. Peen (stake) the threads behind
the jack nut to prevent the adjustment from
changing due to vibration.
001670-002 Sheet 2 of 2
10-04-06
ROTARY HEAD each side on the bottom of head. It may be nec-

essary to loosen chains to remove connecting
(002153-000) links.
10. Remove the head assembly from the mast

GENERAL and thoroughly clean before any further disas-
sembly..
It is recommended that rebuilding of rotary head
assembly be done in machine shop rather than INBOARD
GUIDE SHOES
in the field due to the necessity of a large press
and other equipment required. If forced to repair
in the field, the stocking of a bullshaft and bear-
ing assembly is highly recommended. 20915s1a.tif
REMOVAL
1. With the mast resting in the horizontal posi-

tion slacken the hoist and feed chains.
2. Raise the mast and remove the top sub from

the bottom connection of bullshaft (42). Lower
the head to the bottom stop of the mast. ROTARY HEAD REMOVAL
3. Remove screws (2) and lift and tie-off motor

(1).
DISASSEMBLY
4. Remove the hose retaining block from the
air piping manifold and remove the air hose. 1. Place the assembly on blocks in the normal
operating position. Block the head securely and
5. Using a suitable container, drain the gearbox proceed with disassembly.
oil by removing plug (35).
2. Remove the air piping manifold, front guide
6. Remove the inboard guide shoes assem- shoes and wear plates.
blies from the rotary head to enable the head to
swing out 3. Remove the air breather hose and cap the
ends of the hose.
7. Remove two of the item (20) socket head
screws from the gearbox lid and attach a lifting 4. Remove splined coupling (3) from the plane-
eye or chain. Reinstall the screws securely. tary gearbox.
8. Attach the winch to hold the head assembly 5. Remove capscrews (5) from top of planetary
in place. If using an alternate source for lifting, drive and remove planetary (6), planetary drive
make sure lifting capacity will safely hold 675 kg ring (13) and planetary adapter (11).
(1500 lbs).
6. Remove capscrews (18) from swivel hous-
9. Remove chain connecting links (34) on the ing (17) and lift the housing vertically to remove.
top of each side of the head at the sixth link up
and also the second chain connecting link on
002153-000 SHEET 1 OF 8
10-4-06
7. Remove capscrews (20) from top lid of gear- top of the bullshaft. Do not apply pressure to
box. thin edge on top of bullshaft. Apply pressure
downward forcing bullshaft out of the bearing.
8. Place two of the removed capscrews (20)
into the jack-screw holes located at each end of 15. Thoroughly clean all gearbox parts.
lid. Tighten the capscrews alternately to lift the
lid from the gearbox housing.
9. Gearboxes equipped with a bearing locknut INSPECTION

will require removal of locknut (28), washer (29),
spacer (30), bearing (31) and bullgear spacer All components should be visually checked for
(32). If the gearbox is not equipped with the cracks or other major problems that would elim-
bearing locknut only spacer (32) should be inate their usage in the rebuilding of this assem-
removed. bly. All parts should be checked before starting
the assembly procedure.
10. Remove capscrews (46) and drop seal
housing (45). If the bullshaft dimensions are within tolerance
but seal surfaces are worn, a sleeve replace-
11. Position the gearbox under a press. Support ment kit can be installed to replace the upper or
the circular portion of the lower gearbox on a lower seal area. See instructions on page no.
piece of heavy wall pipe with 25 cm (10”) ID 009532-0 of this manual.
approximately 22.5 cm (9”) long. Center the
pipe to allow the bearing assembly (39 and 42) After all parts and dimensions have been
to lower into pipe. checked the assembly procedure may be
started. Replace all seals, packings and O-
12. To separate bullshaft (42) from bullgear (33) rings.
will require the use of a torch equipped with a
cherry tip. The bullgear should be heated thor-
oughly from the center out for a least 10 cm (4 “) Dimensions and Tolerances
to 204°C (400°F). Place a heavy wall 3.75 cm
(1-1/2”) pipe coupling into the recess in top of Dimensional tolerances of the bullshaft (42) at
bullshaft. Press the bullshaft downward until the bullgear seat and bullgear ID (33) are criti-
the bullgear is freed from bullshaft. Care must cal. These parts are shrink fit to ensure that the
be taken to be sure no pressure is applied to bullgear will remain in position during operation.
thin edge on top of the bullshaft.
If your rotary head uses a bullshaft that does not
13. Lift gearbox (22) over bullshaft (42). use the bearing and locknut arrangement, we
recommend that you replace it at this time.
14. Check main thrust bearings (39). If neces-
sary remove as follows: Bearing and bullshaft assemblies are available
to replace bullshafts that do not include the top
A. Unlock tab lockwasher (37) and remove bearing locknut.
locknut (36), and keyed washer (38). Locknut
may have to be heated to facilitate removal. NOTE!
Use of the bullshaft with the locknut also
B. Set the lower end of bullshaft (42) into heavy requires the replacement of swivel housing (17).
wall pipe 15 cm (6”) ID X 22.5 cm (9”) long, rest-
ing on the cone of bearing (39). Place a heavy
wall 3.75 mm (1-1/2”) coupling in the recess on
002153-000 SHEET 2 OF 8
10-04-06
UPPER BEARING BORE
BEARING BORE DEPTH

ROTARY HEAD
HOUSING
BULLGEAR BORE
2153S1B.TIF
MAIN THRUST BEARING BORE
BULLSHAFT
(BEARING & LOCKNUT STYLE)
UPPER SEAL SURFACE
UPPER BEARING SURFACE
BULLGEAR SURFACE
MAIN THRUST BEARING SURFACE
LOWER SEAL SYRFACE
LOWER SEAL
LOWER SEAL
HOUSING
002153-000 SHEET 3 OF 8
10-4-06
2153s1a.tif
002153-000 SHEET 4 OF 8
10-04-06
ASSEMBLY A. Thoroughly clean and remove nicks and

burrs from seal housing (45).
1. Main thrust bearing (39) should be cleaned
and ready for assembly and at normal room B. Grease and pack lower seals (43) thor-
temperature. oughly with #2 EP grease.
NOTE! C. Assemble both seals with lip up as inserted

Bearing spacers are ground to match the bear- into seal housing.
ing as a set. Do not mix bearings or spacers in
other bearing assemblies. D. Press seals firmly into place using 16.25 cm
(6-1/2”) OD plate.
2. Assemble main thrust bearing (39) to the
bullshaft (42) as follows: E. Grease O-ring (44) and install it in the
groove in lower seal housing (45).
A. Heat bearing assembly (39) in oil or an
oven for one 1-1/2 hours at 149 C° (300°F). F. Grease the lower seal surface of bullshaft
Check with temperature stick. (42).
B. Thoroughly clean bullshaft (42). All nicks 4. Install bullshaft (42) in gearbox housing (22)
and burrs must be removed before assembly. as follows:.
NOTICE A. Thoroughly clean the upper and lower bear-

ing cavities in the gearbox housing. These
Make sure bearing assembly (39) is installed areas must be absolutely clean and free of any
as shown in the exploded view drawing. nicks or burrs.
C. Install the bearing on the bullshaft. The B. Carefully place bullshaft assembly in the
bearing must seat firmly on the bullshaft shoul- center of lower seal housing (45).
der.
C. Place bearing cup (23) into the lower input
D. Allow bearing and bullshaft to cool to nor- pinion bearing bore and lightly tap or press into
mal room temperature. place firmly.
E. Position the bullshaft with bearing assem- D. Place gearbox (22) over bullshaft (42) and
bled under a press. Place a 13.75 cm (5-1/2”) main thrust bearings (39).
ID pipe X 22.5 cm (9”) long carefully over
bullshaft resting on top of bearing assembly E. Coat threads of capscrews (46) with Loctite
(39). Press with force of 22,500 to 45,000 kg No. 242 (part no.001581-001).
(25 to 50 tons) to ensure the bearing is properly
seated. The bearing should be free to rotate F. Lift lower seal housing (45) up over
without axial movement of the bearing cup. bullshaft (42). Make sure that seals are not
folded over or damaged and that O-ring (44)
F. Install washer (38), tang washer (37) and does not drop out of the housing groove.
locknut (36). Tighten as tight as possible and
lock in place. G. Install capscrews (46) and alternately
torque to 135Nm (100 ft-lbs) for all 1/2”grade 5
3. Install seals (43) in lower seal housing (45) screws, 155 Nm (115 ft- lbs) for all 5/8” grade 8
as follows: screws, and 163 Nm (120 ft-lbs) for all 1/2”
grade 8 screws.
002153-000 SHEET 5 OF 8
10-4-06
NOTE! D. Position bullgear (33) over bullshaft (42). A

A gap of 3.1mm (1/8”) between seal housing press should be available in case the bullgear
(45) and gearbox (22) is normal. does not completely seat to the shoulder on the
bullshaft.
H. If all instructions have been followed the
bullshaft should rotate without any noticeable E. Place lower input pinion bearing cone (24)
end play. into bearing cup (23). Place input pinion (25)
into lower input bearing cone. The gears must
5. Install input pinion bearings (24 & 26) as fol- be meshed properly for proper installation and
lows: the pinion lightly tapped until seated.
A. Heat bearing cones (24) and (26) in oil or F. Place gearbox spacer (32) over bullshaft on
oven for one hour at 149°C (300°F). top of bullgear.
B. Slide bearing cone (26) over the splined G. Place top bullshaft bearing (31) on bullshaft
end of input pinion (25). Make sure the bearing and tap inner race until tight against spacer or
is completely seated on the shoulder. shouldered.
C. Leave the remaining bearing cone (24) in oil H. Gearboxes using bullshafts with bullgear
or oven until after bullgear(33) is installed. locknuts must have lockwasher (29) and locknut
(28) installed and tightened as tight as possible.
6. Assemble and install bullgear (33) as fol-
lows:. 7. Assemble and install gearbox lid (21) as fol-
lows:
NOTICE A. Thoroughly clean gearbox lid (21). All nicks
Tapped holes (5/8-11 UNC) in top of bullgear and burrs must be removed.
(33) are for lifting eyes only. Do not attempt
to use these for any purpose other than B. Install bearing cup (27) into the upper pinion
lifting the bullgear. opening and tap into place.
A. Bullgear (33) must be heated in oil or an C. Coat the sealing surfaces of gearbox (22)
oven for 5 hours at 425°F (218°C). The use of a with Loctite No. 515 (001581-005).
temperature stick is recommended to assure
the bullgear is completely heated at proper tem- D. Coat threads of capscrews (20) with Loctite
perature No. 242 (001581-001) and install lid (21). Pull
the lid down evenly and torque the capscrews to
B. Place steel key (41) in bullshaft. 272 Nm (200 ft. lbs).
NOTE! E. Gearboxes built with an inspection plug in
Do not substitute any soft steels for key. Key lid can be used to measure from the top of the
material must be AISI 4140 HT. bullgear to the top of the lid to ensure the
bullgear is not moving on the shaft. The mea-
C. Coat the surface of bullgear surface of surement should be same as the measurement
bullshaft (42) must be “X” with Loctite 680 com- stamped near the inspection hole.
pound (001581-006).
8. Assemble and install the planetary drive on
C. Make sure lower input pinion cup (23) has gearbox as follows:
been installed.
002153-000 SHEET 6 OF 8
10-04-06
A. Coat the lower surface of planetary adapter ance.

(11) with Loctite gasket eliminator #515
(001581-005). Position and align the adapter G. After proper clearance is provided, reinstall
over bolt holes in top of gearbox lid (21). splined coupling (3).
B. Grease quad rings (9) and insert in top 10. Assemble and install upper swivel housing
recess of planetary adapter (11) and on top of (17) as follows:
planetary ring gear (10).
NOTE!
C. Place planetary sun gear assembly (49) into For additional instructions refer to page 001111-
adapter (11) and install planetary drive ring (10) 0 in this manual.
on top of the adapter. Make sure quad rings (9)
are properly seated. A. Pack and thoroughly grease upper seals
(19).
D. Place splined coupling (3) in the center of
planetary (49) and rotate the bullshaft to center B. Insert seals (19) into housing (17) with the
the planetary gear assembly around input pin- lip of the top seal (19) facing toward the top of
ion (25). the housing and lip of bottom seal (19) towards
the bottom of the housing.
E. Coat the threads of capscrews (5) with Loc-
tite 242 and place in position. Tighten the cap- C. Place one packing (16) in the recess on top
screws alternately and torque to 135Nm (100 ft- of bullshaft (42).
lbs).
D. Coat the lower surface of housing (17) with
9. Check the clearance of the planetary drive orange Loctite.
as follows:
E. Carefully place housing (17) over bullshaft
A. Remove splined coupling (3). (42) and push it onto the bullshaft until the seals
are past the O-ring groove. Grease O-ring (40)
B. Using a feeler gauge, check the clearance and install on bullshaft through top of the hous-
between top thrust washer (48) and the bottom ing. Check alignment of the packing and press
surface of the top end cover ((6). Clearance the housing into place.
should be from 2.5 to 7.5 mm (.010” to .030”). If
clearance is less than 2.5 mm (.010”) then pro- F. Coat the threads of capscrews (18) with
ceed as follows: blue Loctite and tighten the housing down
evenly. Torque to 135Nm (100 ft- lbs).
C. Remove capscrews (5). Holding the plane-
tary assembly, remove end cover (6). Do not G. Coat both sides of wear bushing (15) with
move planetary adapter (11). Never Seize or GP grease and place on top of
packing (16) previously placed in bullshaft (42).
D. Install 1/32” (.8mm) thick gasket (7) or Place remaining packing (14) on top of wear
1.6mm (1/16”) thick gasket (8) as required to act bushing (15).
as a spacer on top of planetary drive ring.
H. Install one spacer (13) on top of upper
E. Grease and install quad ring (9) and end packing and install air pipe or flanged hose on
cover (6) and retorque capscrews(5) to 135 Nm top of seal housing. The use of two bolts is suf-
(100 ft-lbs). ficient as the flange will be removed after the
packing and wear bushing are compressed and
F. Use the feeler gauge to recheck the clear- seated. Rotate the bullshaft a few turns by hand
002153-000 SHEET 7 OF 8
10-4-06
to help seat the packing. center of the gearbox.
I. Remove the air flange carefully without dis- D. Coat the threads of capscrew (2) with Loc-
turbing spacer (13). Proper compression of tite (001581-001) and tighten evenly to approxi-
packing will allow the spacer to extend above mately 135 Nm (100 ft- lbs) of torque.
housing (17) 4 to 5.5 mm (.156” to .212”) after
the flange is removed. If the spacer extends E. Reinstall the air vent hose. (Delay tighten-
more than 5.5 mm (.212”) above the housing, ing of one end of hose until gearbox is filled with
replace spacer (13) with a thinner spacer and oil to let trapped air escape.)
recheck for proper dimension. Use the spacer
which best meets recommended dimensions. 4. Remove the planetary case fill plug and fill
gearbox (22) through fill opening with approxi-
mately 20.5 l (22 quarts) of EP 90 gear case oil.
13
5. Refill the planetary assembly until the oil
level is at the top of planetary ring gear (10).
17
14 6. Oil level must be checked a minimum of one
time per week.
15
16
7. Drain, flush and refill gear case every 6
40
months.
19
1111s1.tif 8. Adjust the chain tension as required.
SWIVEL PACKING
INSTALLATION
1. Position the rotary head assembly in the

mast.
2. Reconnect the chains and install the guide

shoes assemblies.
3. Install the rotary head drive motor as follows:
A. Grease and install O-ring (4) (component of

the planetary drive) into the top of planetary
cover (6).
B. Splined adapter (3) must be in the planetary

drive.
C. Position motor (1) on top of planetary drive

with the motor case drain outlet towards the
002153-000 SHEET 8 OF 8
11-09-98
HYDRAULIC MOTOR DESCRIPTION

This hydraulic motor can be either a fixed or
(002746-000) variable displacement, axial piston motor.
Rotation is bi-directional.
GENERAL
This topic contains a description of the motor, a TROUBLESHOOTING
replacing the shaft seal and shaft assembly. The following table lists some of the difficulties
Two types of shaft seals are used on these motor. The table indicates the probable cause
motors; a seal assembly that consists of a and possible remedies for the problem listed.
spring, rubber bellows, and carbon ring, or a
more typical oil seal.

Noisy Motor Air in Fluid a. Leak in suction line
c. Low fluid level
d. Excessive pressure drop in the inlet line from
reservoir
Cavitation in motor rotating group a. Fluid too cold

c. Fluid too heavy

High Wear in Motor Excessive loads a. Reduce pressure settings

b. Reduce speeds


b. Fluid breakdown

b. Faulty breather
c. Leaking cooler

b. Fluid too thin

b. Air in fluid
002746-000 SHEET 1 OF 4
11-09-98

This procedure applies to the following shaft 8
6 7
seals with seal kit part numbers: 5
001329-151 3
001330-052 1
2
001330-223
001330-416
003785-061
003785-185 4
Removal
Disassemble and remove the driveshaft as CARBON RING - TYPE SEAL

follows:
1. Remove the four screws (8) and gaskets (7) 4D

and remove retainer (6) and the stationary sec- 6
4A
tion of seal (4).
NOTICE
Do not scratch the seal surfaces on the shaft 4B
when removing seal (4). 1 4C
ITEM 4 DETAIL
2. Carefully remove the carbon ring and the 4F 4E 3
3. Remove snap ring (3) and pull out shaft and Installation
bearing assembly (1). Remove shim (2) where Install the shaft and seal assembly as follows:
applicable.
NOTICE
Cleaning And Inspection care to ensure that all of the parts fit
together properly. If the rubber ring (F),
All parts must be inspected and be free of grips the shaft, spring (D) can disengage the
material defects, dirt, scratches or any foreign shell of carbon ring (C). Be sure the shell
material. and the band of the carbon ring are properly
engaged before reassembling the seal.
light film of clean oil. 1. Position the pump with the inlet and outlet
port block facing down.

edges on shaft seal area of the shaft.
002746-000 SHEET 2 OF 4
11-09-98
3. For a rigid shaft application use the shim (2)

bearing. 2
1


unit only. Assemble the seal as follows: 1329-1s
NOTE ! 5 4 3
Seal installation must be completed quickly to 6

shaft.
OIL SEAL - TYPE SHAFT SEAL
H. Apply grease to the inner surface of rubber
I. Apply grease to the square section rubber NOTICE

seal (A) and install on ceramic seat (B). Do not scratch the seal surfaces on the shaft
with the lapped side of the seat in position to 4. Carefully remove shaft and bearing assem-
contact the carbon ring. bly (6) from the cam.

against the carbon face. Cleaning And Inspection
L. Place the four gaskets (7) on the four screws All parts must be inspected and be free of
(8) and insert seal retainer (6). Depress the material defects, dirt, scratches or any foreign
seal retainer only far enough to start the four material.
(13.6 Nm). After cleaning, all parts must be covered with a
OIL SEAL - TYPE SHAFT SEAL Installation

This procedure applies to the following shaft seal Install the shaft and oil seal as follows:
with seal kit part number:
001329-273 1. Position the cam on the rotating group so
002746-000 SHEET 3 OF 4
11-09-98
that the thick part of the cam is at the bottom of 5. Slide seal retainer (3) over the shaft and
the port block. against seal (4).
2. Insert the small end of shaft and bearing 6. Place gaskets (2) over capscrews (1) and
assembly (6) through the bore of the cam and install them. Alternately torque the screws to 50
into the splines of the cylinder barrel. ft-lbs (68 Nm).
3. Install O-ring (5) into the counterbore in the

housing.
4. Using a tapered sleeve tool with an inside

diameter of 1.240 inches (31.5 mm) and an out-
seal (4) over the splines of the shaft.
002746-000 SHEET 4 OF 4
3-87
BULLSHAFT SLEEVE KIT 6. Place installation tool over the sleeve. The
flange end of the sleeve goes on the shaft first.
INSTALLATION
(009532-000)
9532SB
INSTALLATION
1. Clean the surface where the seal contacts

the shaft. File down and polish any burrs or
rough sports.
2. Measure the diameter where the sleeve will

be positioned on an unworn portion of the shaft. 7. Gently pound the center of the tool until the
Measure in three positions and average the sleeve covers the seal worn surface.
reading in case the shaft is out of round. If the
average diameter is within the range for a given
sleeve size, there is sufficient press-fit built into
the sleeve to keep it from sliding or spinning.
No cement is necessary.
9532SC
9532SA
If the installation tool supplied with the sleeve is

too short, a length of pipe or tubing with a
squared-off, burr-free end can be substituted.
8. Leave the sleeve flange intact unless clear-

3. If the shaft is deeply scored, fill the groove
ance is required. Use side cutters to pry the
with epoxy type filler. Install sleeve before the
flange away from the seal surface and twist it
filler hardens.
into a coil. The flange will break loose along the
pre-cut line.
4. If the groove does not require filling, apply a
light layer of nonhardening sealant to the inner
surface of the sleeve.
5. Determine how far back the sleeve must be

positioned to cover the old seal wear tracks.
Measure to the exact point, or mark directly on 9532SD
the surface. The sleeve must be placed over
the worn area, not just bottomed or left flush
with the end of the shaft.
009532-000 SHEET 1 OF 2
3-87
9. After the sleeve is installed, check again for

burrs which could damage the seal.
10. Lubricate the end of the sleeve when install-

ing the seal.
SLEEVE KIT MAXIMUM MINIMUM

PART SHAFT SHAFT
NUMBER DIAMETER DIAMETER
009532-001 5.754” 5.746”
(146.15mm) (145.94mm)
009532-002 3.003” 2.997”
(76.27mm) (76.12mm)
009532-000 SHEET 2 OF 2
9-28-98
TOP SUB LOCK

INSTALLATION
(011201-000) ROTARY HEAD
BULLSHAFT
INSTALLATION
Install the top sub to the rotary head TOP SUB
bullshaft as follows:
11201s1.tif BIT SUB
1. Thoroughly clean the threads in the
bullshaft and the top sub pin. HOLDING WRENCH
2. Apply joint compound to the bullshaft

threads and the top sub pin.
3. Position the bit sub in the table bushing

and extend the holding wrench. TABLE BUSHING
4. Apply joint compound on the pin threads

of the bit sub.
5. Thread the top sub onto the bit sub and

hand tighten only.
6. Position the ENGINE SPEED switch to

the ‘HIGH’ or ‘RUN’ position.
7. Turn the rotary head TORQUE CON-

TROL clockwise to the maximum setting.
8. Slowly lower the rotary head onto the top

sub. Begin threading the two together and
allow the bit sub to slap against the holding
wrench three or four times to ensure maxi-
mum torque.
9. Refer to the welding diagram and install

the bar stock.
10. Loosen the top sub from the bit sub with
the tong wrench.
011201-000 SHEET 1 OF 2
9-28-98
ROTARY GEARBOX
A BULLSHAFT
SPECIAL BAR STOCK

3/8” X 3/8” X 1-1/2” LG
(9.5mm X 9.5mm X 38mm) TOP SUB
PART NO. 011200-001
NOTE! BE SURE TOP SUB THREAD IS GREASED WITH ROD

DOPE AND POWER TIGHTENED BEFORE WELDING
B
BULLSHAFT
TOP SUB
3/4” (19mm) TYP SPECIAL BAR STOCK

120o TYP
1-1/2” (38mm) TYP

3 PLACES TOP SUB
TYP
VIEW A SECTION B
SPECIAL BAR STOCK
011201-000 SHEET 2 OF 2
3-30-10
WINCH (021371-001) 6. A light to moderate load should be applied to

the rope when installing the rope. A mini-
mum of five (5) wraps of wire rope should
WIRE ROPE INSTALLATION
remain on the cable drum at all times.
Older models (BG4A) of this winch have two

anchor pockets in the cable drum to accommo-
date the reversing of the drum rotation. Later
models (BG4B) have only one pocket and
require modifications for reversing. Contact the
factory for more instructions should this be
required.
1. The wedge and anchor pocket must be
clean and dry, as well the end of rope.
2. Take the free end of the wire rope and insert
it through the smaller opening of the anchor
pocket on the drum. The standard cable anchor wedge supplied with
3. Loop the wire rope and push the free end the winch is intended for 8 to 13 mm (5/16 to 1/2
about three-fourths of the way back through inch) wire rope.
the pocket.
4. Install the cable anchor with the small end
toward the drum, then pull the slack out of THROUBLESHOOTING
the wire rope. The dead end of the rope
needs to extend slightly beyond the end of
the wedge as shown. The following table lists difficulties which may
5. Using a hammer and brass drift, drive the be experienced with the winch. The chart also
wedge as deep into the pocket as possible lists probable causes and remedies.
to ensure it is fully seated.
PROBLEM PROBABLE CAUSE REMEDY
A. 1. Be certain that the hydraulic system tempera-

ture is not more than 82o C (180° F). Excessive
The winch hydraulic oil temperatures may be caused by:
runs hot.
A. Plugged heat exchanger. Thoroughly clean exterior and flush interior.
B. Too low or too high oil level in hydraulic reser- Fill/drain to proper level.
voir.
C. Same as C-1. Same as remedy for C-1.
D. Hydraulic pump not operating efficiently. Remove and inspect pump. Check suction line for damage.
E. Hydraulic oil viscosity is incorrect for condi- Use correct hydraulic oil.
tions.
2. Excessively worm or damaged internal winch Disassembly winch to inspect/replace worn parts.
parts.
Troubleshooting Table 1 of 3
021371-001 SHEET 1 OF 11
3-30-10
B. 1. Same as C-1. Same as remedy for C-1.
Winch “chat- 2. Same as D-4. Same as remedy for D-4.

ters” or
surges while 3. Hydraulic oil flow to motor may be too Same as remedies for A-1
raising rated low.
load.
C. 1. System relief valve may be set too low. Check relief pressure as follows:
A. Install an accurate 0-34500 kPa (0-5000) pressure
gauge in the inlet port of the brake valve.
B. Apply a stall pull on the winch while monitoring pressure.
C. Adjust relief valve setting as required.
Winch will NOTE: If pressure does not increase in proportion to

not lift maxi- adjustment, relief valve may be contaminated or worn out.
mum load. In either case, the relief valve may require disassembly or
replacement.
2. Check valve or counterbalance valve may be Remove the counterbalance or check valve cartridge and
clogged or stuck. This winch uses a check valve clean for inspection. Reseal or replace as required.
which requires the brake to be released while
hoisting or pulling wire rope
3. Be certain hydraulic system temperature is not Same remedy as C1 and A1.

more than 82o C (180o F). Excessive hydraulic oil
temperatures increase motor internal leakage and
reduce motor performance.
4. Rigging and sheaves not operating efficiently. Perform rigging and sheave service.
D. 1. Same as F-2. Same as remedy for F-2.
Oil leaks
from vent 4. Motor seal may be defective as a result of high Hydraulic system back pressure must not exceed 690 kPa
plug back pressure in the motor case drain circuit or (100 psi). Inspect the hydraulic system for a restriction in
contaminated oil. Contamination will usuallly the return line.
cause the seal to wear a groove in the motor shaft.
Check the hydraulic oil for contamination and replace the
winch motor seal
E. 1. Excessive system back pressure acting on the The pressure at the motor lowering port is also transmitted
brake release port. to the brake release pilot circuit. Inspect the hydraulic circuit
Brake will for restrictions, plugged filters or control valves not center-
not hold ing.
when control
valve is
returned to 2. Friction brake will not hold due to worn or dam- Disassemble winch to inspect/replace worn parts.
neutral after aged brake disks.
lifting a load.
Troubleshooting Table 2 of 3
021371-001 SHEET 2 OF 11
3-30-10
F. 1. The counterbalbnce valve cartridge may be Remove the counterbalance cartridge from the valve block
plugged damaged, or out of adjustment. and inspect. Clean and reseal as reqired. Cartridges are
Winch will supplied pre-set to the pressure required for proper hoist
not lower operation.
the load or
not lower 2. The friction brake may not be releasing as a Check the brake cylinder seal as follows:
the load result of a defective brake cylinder seal.
smoothly. A. Disconnect the brake release tube from the brake
NOTE! If the brake cylinder seal is defective you release port. Connect a gand pump with and accurate
will usually find oil leaking from the winch vent 13,800 kPa (6,900 psi) gauge and shut-off valve to the fit-
plug. ting in the brake release port.
B. Apply 6,900 kPa (1000 psi) to the brake. Close shut-off

valve and let stand for five (5) minutes.
3. Friction brake will not release as a result of C. If there is a any loss of pressure in the five (5) minutes,
damaged brake discs. the brake cylinder should be disassembled for inspection of
the sealing surfaces and replacement of the seals.
Disassemble the brake assembly according to the disas-

sembly instructions. Inspect the brake springs, and brake
plates.
of oil seals and a light coat of thread sealing

compound on pipe threads. Avoid getting
OVERHAUL thread compound inside parts or passages
Before any part is removed from the winch, all which conduct oil.
service instructions should be read and under-
stood. Thoroughly clean all parts in a good grade of
non-flammable safety solvent. Wear protective
clothing as required.
Work in a clean, dust free area as cleanliness is
of utmost importance when servicing hydraulic Refer to exploded view drawing for item num-
equipment. bers used in service procedures.
Inspect all replacement parts, prior to installa- • Perform all applicable troubleshooting
tion, to detect any damage which might have operations BEFORE disassembling the
occurred in shipment. winch.
Use only genuine replacement parts for opti-

mum results. Never reuse expendable parts
!! WARNING
such as oil seals and O-rings. Do not clean brake friction disks in solvent.
Solvent may cause damage to friction mate-
Inspect all machined surfaces for excessive rial which may result in brake failure and
wear or damage before reassembly operations loss of load control.
are begun.
Lubricate all o-rings and oil seals with gear oil Disassembly
prior to installation.
1. Disconnect all hoses and fittings at the
Use a sealing compound on the outside surface winch motor.
021371-001 SHEET 3 OF 11
3-30-10
2. Stand the winch on the bearing support 38

endplate. Remove the brake release tube
assembly (43) between the brake valve block
and the brake cylinder endplate. Remove the
capscrews (50) and lockwashers (51) which
secure the motor (49) to the motor adapter (38),
and lift the motor out of the motor adapter.
Remove and discard the O-ring (37) installed on 4
the pilot of the motor.
5
6
49
5. Remove the other four capscrews and
lockwashers holding the tieplates to the bearing
support endplate. Remove the planet assembly
from the drum and separate the drum from the
bearing support endplate.
12
3
3. Remove the brake coupling (29) and sun
gear (41) from the winch.
41
4. Remove the four capscrews (5) and lock-

washers (6) holding the tieplates (4) to the
brake cylinder endplate. Remove the brake cyl-
inder endplate from the drum.
021371-001 SHEET 4 OF 11
3-30-10
1 7
52
53
3 8
17 9
16
15
13
14
16
41
28
2
27
12
31
11 BG4A 32
33 4
10 BG4B
35 45
42
33
48
36
47 34
6
BG4A BG4A
5
29
30 37
45
38
BG4B
50
43
51
49
44
40 39
WINCH (021371-001)
021371-001 SHEET 5 OF 11
3-30-10
Drum replaced. The thrust washer contact areas

should be free from any surface irregularities
1. Remove the bearing and seal from each that may cause abrasions or friction. The gears
end of the drum. Thoroughly clean and inspect and shaft should be inspected for abnormal
the drum. Check the ring gear teeth (machined wear or pitting. Replace if necessary.
into the inside surface of the drum) for nicks,
spalling or excessive wear. Replace the drum if
wear is greater than 0.4 mm (0.015 in.) when
14
compared to unworn area of teeth.
13
17
12 15
16
2. Insert a bearing into a planet gear and

place a thrust race on each side of the gear.
Position this assembly in the planet carrier and
slide the planet gear shaft through the carrier.
Align the pin hole in the shaft with the hole in the
2. Install new bearings in the drum if replace- carrier and drive a NEW rollpin into place.
ment is necessary. Apply a non-hardening seal- Always use NEW rollpins. When properly
ant on the outside diameter of each new seal positioned, the rollpin will be slightly below the
and press the seals into the drum, using a flat surface of the carrier.
plate to avoid distortion.
3. With a center punch, stake the carrier next
to the pin hole as shown. This will distort the
Planetary Carrier hole so the pin will not back out when in service.
Repeat these steps for each of the three planet
1. First drive the rollpins (17) into the center gears.
of the planet pins (14). Now you can remove the
planet shaft (14), two thrust races (16), planet
gear (13) and roller bearing (15). Repeat this 12
procedure for the other two planet gears. Thor-
oughly clean all parts and inspect for damage
and wear. The bearing rollers should not exhibit
any irregularities. If the rollers show any sign of
spalling, corrosion, discoloration, material dis-
placement or abnormal wear, the bearing
should be replaced.
Likewise, the cage should be inspected for
unusual wear or deformation, particularly the
cage bars. If there is any damage that will
impair the cage’s ability to separate, retain and
guide the rollers properly, the bearing should be
021371-001 SHEET 6 OF 11
3-30-10
Brake Cylinder Endplate

Disassembly and Inspection
NOTICE
The capscrews in the motor adapter should
be evenly removed in 1 or 2 turn increments
since the motor adapter is under spring ten-
sion.
1. Remove the capscrews (47) and lock-
38
washers (48) holding the motor adapter (38) to
the endplate (2). Install 2 capscrews and a 3. Place each friction disc on a flat surface
short piece of chain or two 1/2-13 eyebolts into and check for distortion with a straight edge.
the motor mounting holes. Using the chain as a Friction material should appear even across
handle, lift the motor adapter out of the end- entire surface with groove pattern visible.
plate. Remove and discard the O-ring (36) from Replace friction disc if splines are worn to a
the motor adapter. Remove and discard the point, disc is distorted, friction material is worn
brake piston seal (32). Remove brake plate unevenly or groove pattern is worn away. Place
spacers (33), steel discs (35), friction discs (34), each steel disc on a flat surface and check for
spring plate (31), springs (27) and spring spacer distortion with a straight edge. Check surface
(28). for signs of material transfer or heat. Replace
steel disc if splines are worn to a point, disc is
distorted or heat discolored.
47
48
NOTICE
38 Failure to replace brake springs as a set may
result in uneven brake application pressure
and repeated brake spring failure.
2
4. Check the free length of each brake spring.
Minimum free length is 23.8 mm (15/16 inch).
2. Thoroughly clean and inspect all parts at Check springs for any signs of cracking or fail-
this time. Check brake piston sealing surfaces ure. If a brake spring must be replaced for any
on motor adapter and brake cylinder endplate. reason, then ALL brake springs must be
The sealing surfaces must be smooth. Light replaced.
scoring from contaminants in the gear oil may
be smoothed with an extra-fine abrasive cloth.
Be sure the brake release port in the endpate
(shown above) is free of contamination.
Remove the vent plug (42) from the motor
adapter, clean in solvent and reinstall. DO NOT
paint over the vent or replace it with a solid plug.
27
021371-001 SHEET 7 OF 11
3-30-10
ASSEMBLY
1. Place the motor adapter on workbench 35

with the motor mounting surface down. Install a
new O-ring (36). Lubricate the brake piston
seal with petroleum jelly or hydraulic oil and
install on the motor support with the seal lip
38
down, as shown.
34
3. Install the other brake plate spacer (33

BG4A) and the spring plate (31) as shown.
38
31
36
38
2. On winch model BG4A (splined disc) install

a brake spacer (33) into the motor support.
Insert a steel disc (35) against the spacer, fol-
lowed by a friction disc (34). Alternately install
steel and friction discs until eight (8) friction
discs and nine (9) steel discs have been 4. Install the spring locator (28) and the eight
installed. Finish with a steel disc on top. (8) springs (27) into the brake cylinder endplate
(2).
On winch model BG4B (lobed disc) install a
steel disc (35), followed by a friction disc (34). 2 27
Alternately install steel and friction discs until
eight (8) friction discs and nine (9) steel discs
have been installed. Finish with a steel disc on
top.
NOTE !
It is a good practice to lubricate the discs in gear
oil prior to assembly.
5. While holding the motor adapter and brake

assembly together, turn it over and install into
the brake cylinder endplate. Install the eight (8)
capscrews (47) and lockwashers (48) but do not
tighten them at this time.
021371-001 SHEET 8 OF 11
3-30-10
3
38
2
4
6. Loosely attach the two tieplates (4) to the 8. Install the planet carrier assembly into the
bearing support endplate using capscrews (5) drum while meshing the planet gears with ring
and lockwashers (6). gear and the planet carrier with the bearing sup-
port.
NOTICE
Make certain the snap ring is installed on the
12
bearing support. This snap ring will keep
the planet carrier correctly positioned in the
winch. Gear train damage may occur if this
snap ring is omitted.
4 1
4
52
9. Lubricate the bearing support and sealing

surface on the brake cylinder endplate and
5 install the endplate assembly onto the drum.
6
10. Fasten the two tieplates to the endplate
with capscrews (5) and lockwashsers (6), and
toque all eight (8) tieplate capscrews to their
proper valve. Check that the drum turns freely
7. Lubricate the bearing support and sealing in both directions without binding or any interfer-
surface with petroleum jelly or gear oil and ence. Install the sun gear (41), meshing with
place the cable drum (3) on the bearing support the teeth on the planet gears in the drum.
endplate. Check that the drum rotates freely on
the bearing.
021371-001 SHEET 9 OF 11
3-30-10
41
29
5
6
!! WARNING
Be certain the snap ring (30) is seated in the 11. Install the brake coupling into the brake
groove in the splined bore of the brake cou- pack with the flat end of the coupling toward the
pling (29). This snap ring will keep the brake motor. Turn the coupling back and forth to align
coupling correctly positioned in the center the outer splines with the brake disc splines.
of the friction brake pack. Binding of the The coupling must engage all the brake discs
brake or brake failure may occur if this snap and the snap ring in its center must rest on the
ring is omitted. sun gear. Evenly tighten the eight (8) cap-
screws around the motor adapter one turn at a
time until the motor adapter is firmly seated to
the endplate. Torque the capscrews to their
30 proper value.
29
Pour 1 litre (2 pints) of recommended gear oil
into the open motor adapter.
12. Install a new O-ring (model BG4A) or gas-

ket (BG4B) (37) on the motor pilot and lubricate
with petroleum jelly or gear oil. Install the motor
onto the motor adapter with two capscrews (50)
and lockwashers (51). Torque the capscrews to
their proper value.
021371-001 SHEET 10 OF 11
3-30-10
49
13. Install a hand pump with an accurate 0-

13,800 kPa (0-2,000 psi) gauge and shut-off
valve to the brake release port. Apply 6,900
kPa (1,000 psi) to the brake and close the shut-
off valve. Let the brake stand for five (5) min-
utes. If there is any loss of pressure, the brake
pack should be disassembled for inspection of
the sealing surfaces and the brake piston.
Release the pressure, remove the hand pump

and install the brake release tube (43) between
the brake valve block (39) and the brake
release port.
021371-001 SHEET 11 OF 11
3-30-10
021371-001 SHEET 12 OF 11
9-23-97
RELIEF VALVE
(001104-000) NOTICE
Running the adjustment screw all the way
down will lock the overflow valve closed.
GENERAL
6. Adjust the regulator to the desired operating
pressure by turning adjusting screw assembly
This valve assembly is designed for a capacity
(3) clockwise to increase the pressure or coun-
of 2 to 20 gpm (7.5 to 75.5 lpm) and for pres-
terclockwise to decrease the pressure. Proper
sures from 200 to 700 PSI (13.8 to 48 bars).
settings are 150 PSI (10 bars) on 100 PSI (7
bar) compressors and 300 PSI (20.5 bars) on
The bypass opening in the bottom of the valve
250 PSI (17 bar) compressors.
must be connected to the overflow line. This
line must not have a valve or any other obstruc-
7. To temporarily release the pump operating
tion in it.
pressure, flip the handle 180° over the top of
the regulator.
The handle on the top of the valve acts as a
complete pressure release when it is rotated
180° through the vertical position.
PRESSURE RELEASE
The handle is also used as the means of setting
the pressure by turning clockwise to increase
the pressure and counterclockwise to decrease
the pressure.
INITIAL PRESSURE SETTING

1. HANDLE
The initial pressure setting should be made as 2. PIN
3. ADJUSTING
follows: SCREW
4. NYLON ROD
1. Place handle (1) in the pressure release 5. BRASS PIN
position. 6. SPRING SEAT
7. SPRING
8. CYLINDER TUBE
2. Loosen the pressure setting adjustment by 9. CYLINDER
turning adjusting screw (3) until the threads of LINER
10. CAPSCREW
the screw are showing above the top of cylinder
11. FOLLOWER
tube (8). 12. PLUNGER CUP
13. O-RING
3. Remove the pressure hose from the relief 14. VALVE
15. BODY
valve and attach a pressure gauge. 16. VALVE SEAT
4. Start and run the pump at the desired oper-

ating speed.
5. Close the bypass by rotating the handle

180° over the top of the regulator. Plunger pin
(5) in the center of adjusting screw (3) will not
be completely depressed.
001104-000 Sheet 1 of 3
9-23-97
OVERHAUL Replacing Plunger Cup and/or Valve
1. Grip the plunger assembly in a vise or other

Disassembly suitable holder, being careful not to damage the
valve face area.
1. Be sure that all pumping pressure has been
released by shifting handle (1) to the “pressure 2. Remove capscrew (10).
release” position.
3. Clean plunger follower (11) by removing all
2. Unscrew and remove adjusting assembly old grease and dirt.
(3).
4. Replace plunger cup (12) and/or valve (14)
3. Unscrew and remove cylinder tube (8) with a as needed and reassemble.
pipe wrench.
4. Remove the plunger assembly, spring or

springs (7) and seat (6) from the lower end of Replacing Valve Seat
the cylinder.
Valve seat (16) may be replaced by first knock-
5. Discard O-ring (13). ing out the old seat with a punch inserted
through the bypass opening.
Clean the seat contact area. Then tap the new

Replacing Cylinder Liner seat into place, using a block of wood or brass
to avoid damaging the face of the new seat.
If the stainless steel cylinder liner (9) is worn, it
may be removed with a punch or other suitable
tool as follows: Assembly
1. Clean the surface where cylinder liner (9) 1. Fill the cavity around plunger follower (11)
contacts cylinder tube (8). with lubriplate or grease.
2. Coat the outside of the new cylinder liner (9)

with Permatex or other suitable sealer and
press into cylinder tube (8).
NOTICE
Do not push plunger assembly into cylinder
NOTE ! so far that cup passes end of stainless steel
Be sure the lower end of the stainless steel liner liner.
is flared to match the end of the cylinder tube.
2. Insert the plunger assembly into cylinder
Be sure there are no rough edges inside the tube assembly (8) from the cylinder liner end.
installed cylinder liner that would damage the Be sure that the plunger assembly travels freely
plunger cup. in the cylinder.
The cylinder may be purchased complete with 3. Put pipe dope on external threads or cylin-
liner installed or the liner may be purchased der assembly (8) and screw back into cylinder
alone for replacement. body (15).
4. Replace spring/or springs and spring seat

(6). Be sure the spring/or springs if/are properly
001104-000 Sheet 2 of 3
9-23-97
seated on plunger. 6. When properly reassembled, the adjusting

handle can be rotated 180° over the top or
5. Replace adjusting assembly (3) by screwing turned in either direction to increase or
it into the end of cylinder (8). Be sure plunger decrease the pressure adjustment.
pin (5) is in its proper place in the adjusting
assembly. 7. Adjust as outlined in “Initial Pressure Set-
ting” instructions.
001104-000 Sheet 3 of 3
9-23-97
001104-000 Sheet 4 of 3
10-05-10
WATER INJECTION PUMP - 002168-001
Safety
! WARNING
Many accidents occur every year through careless use of mechanical
equipment. You can avoid hazards associated with high pressure
equipment by always following the safety precautions listed below.
• SHUT DOWN OR DISENGAGE the pump and all accessory equipment before attempting any
type of service. Failure to do this could cause electrical shock or injury from moving pump parts
or components under high pressure. Always adhere to “Lock Out” and “Tag Out” procedures.
For mobile equipment, be sure engines and hydraulics cannot be accidentally started.
• BLEED OFF ALL PRESSURE to the pump and piping before performing any maintenance on
the pump. Failure to do so may spray water at high pressure or high temperature onto service
personnel.
• NEVER OPERATE THE PUMP WITHOUT A PRESSURE RELIEF VALVE, rupture disc, or
other type of properly sized over pressure safety device installed.
• ALWAYS USE A PRESSURE GAGE when operating the pump. The pressure must never
exceed the maximum pressure rating of the pump or damage may occur. This damage can
cause leakage or structural damage resulting in injury to personnel.
• ENSURE THAT NO VALVES ARE PLACED BETWEEN THE PUMP AND PRESSURE
RELIEF VALVE. If the pump is started with a closed or restricted valve in line before the pres-
sure relief valve, the pump may exceed the rated or design pressure limits and rupture causing
injury to personnel.
• ALWAYS USE GUARDS on all belt drives, couplings, and shafts. Guards can prevent person-
nel from becoming entangled and injured by rotating and reciprocating parts.
• USE EXTREME CAUTION WITH SOLVENTS used to clean or degrease equipment. Most sol-
vents are highly flammable and toxic. Observe all safety instructions on packaging.
• FOLLOW NORMAL ENVIRONMENTAL GUIDELINES WHEN fluids, lubricants, or solvents are

disposed of or spilled.
• NEVER MODIFY THE PUMP to perform beyond its rated specifications without proper authori-
zation in writing.
Copyright © Sandvik Mining and Construction 1

Storage
Short Term Storage

If the pump is stored in an indoor, temperature controlled
environment for less than six (6) months, no special steps are
required to prepare it for storage. As a general rule for pumps in
corrosive fluid applications, the fluid end should be drained,
flushed with water or other non-corrosive cleanser and
compressed air used to blow dry whenever idle.
Short Term Storage for Severe Environments

If the pump has been in service, drain any fluid from pump fluid
end, flush the fluid end with water to clean out any of the
remaining pumpage and blow dry with compressed air. Pour 1/4
cup of internal rust inhibitor oil described in the Recommended
Lubricant Chart, into the suction and discharge ports of fluid end,
and then install pipe plugs in openings. Drain the power end
(crankcase) oil and remove the oil fill pipe plug. Pour 1/4 to 1/2 cup of internal rust inhibitor oil
described in the Recommended Lubricant Chart, into the oil fill hole and then install the filler pipe
plug.
Coat all exposed, unpainted metal surfaces (for example, Drive shaft) with preservative oil. Replace
the oil fill cap, and then cover the entire pump with a weather resistant covering such as a canvas
or plastic tarp or bag.
Returning a Stored Pump to Operation

Before operating a pump that has been prepared for storage, drain the preservative and
lubricating oil mixture from the power end (crankcase). Reinstall the drain plug, filler pipe plug, and
any other components that were removed for storage. Once these steps have been completed,
follow the normal pump start up procedures outlined in this manual.
Precautions during Freezing Weather

Freezing weather can cause problems for equipment when pumping water-based fluids that expand
in volume when changing from a liquid to a frozen solid state. When water is left in a pump fluid end
and exposed to freezing temperatures, the expansion of the water as it freezes can rupture the fluid
cylinder or ceramic cylinders of the pump and cause equipment damage. Injury may result when
starting equipment that has been damaged.
Whenever the pump is stored or idle in conditions that are near or below freezing, any water based
fluids should be removed from the pump. The best way to do this is to run the pump for a few
seconds with the suction and discharge lines disconnected or open to atmosphere. This will clear
the majority of the fluid from the pumping chamber as well as the suction and discharge manifolds.
After the run, blow compressed air through the fluid end to remove all traces of fluid.
As an alternative to the previous procedure, a compatible antifreeze solution can be circulated

through the fluid end. RV antifreeze, propylene glycol, is recommended for this purpose. Remember
that any fluid that poses an environmental hazard or is toxic must be handled and disposed of
properly.
2 Copyright © Sandvik Mining and Construction

How to Start a Pump
NOTICE
Always take special precautions when starting a pump for the first time or after any extended
shutdown. Never assume that someone else has properly prepared the pump and system for
operation. Always check each component of the system prior to every start-up.
1. Ensure that the drain plug on the bottom of the pump crankcase is installed.
2. Check the oil level to ensure that the pump is properly filled with 1 quart (0.95 liters) of non-
detergent motor oil, gear lube, or a synthetic oil as described in the Recommended Lubricants
Chart, and that the oil has not been contaminated with water or other contaminants.
3. If accessible, check the piston rods to ensure that they are free from abrasive particles or
debris.
4. Ensure that the pressure relief valve and all accessory equipment have been installed and
properly adjusted. Verify that all joints are pressure tight.
5. Open the suction line valve to allow fluid to enter pump. Prime the fluid cylinder if necessary on
the initial start up or after the system piping has been drained. The valve covers may have to be
cracked open to assist with priming.
6. Check to ensure that power is locked out and tagged out. Turn the pump over by hand if possi-
ble to ensure free, unobstructed operation.
7. Make sure that all guards are in place and secure. Verify that all personnel are in safe positions
and that system conditions are acceptable for operation.
8. The pump is now ready to start. Shut down immediately if the flow becomes unsteady, pressure
fluctuates, or if unusual sounds or vibrations are noted.
9. Take temperature readings of the power end and stuffing boxes. Do not exceed 170°F (77°C)
on power end.

Recommended Lubricants
RECOMMENDED LUBRICANT CHART

Mineral Oil Lubricant Synthetic Lubricant *
Type of Ambient SAE ISO Vis- SSU Manufacturer SAE ISO Vis- Manufac-
Service Tempura- Grade cosity Vis- Brand Name Grade cosity turer
ture (cSt@ cosity (cSt@ Brand
40°C) 40°C Name
General 30 100 550 Texaco® Meropa 5W-40 90.0@40 Shell®
Service 100 Rotella T
-18°C to 15.0@10 Synthetic
38°C Shell® Omaha 100 0 SAE 5W-40
Shell® Rotella T
SAE 30 N/A
99.1@40
Exxon® XD-3 30wt
13.9@10
Mobil® Trans HD-30 0
(0°F to Mobil®SCH
100°F) 627
High 50 250 1165 Texaco® Meropa 68 5W-40 90.0@40 Shell®
Ambient Shell® Omaha 220 Rotella T
Temp. 38°C to 54°C 15.0@10 Synthetic
Service Shell® Rotella T 0 SAE 5W-40
SAE 50
Exxon® HD-50wt N/A
217@40 Mobil®SCH
(100°F to Mobil® Trans HD-50 630
130°F) 29.9@10
0
Cold 20 68 350 Texaco® Meropa 68 5W-40 90.0@40 Shell®
Ambient Rotella T
Temp. -18°C to Shell® Omaha 68 15.0@10 Synthetic
Service -34°C Shell® Rotella T 10W-3
0 SAE 5W-40
SAE 20 0 12.0@10 BP® Vanel-
0 lus E8
Exxon® HD-3 20wt N/A ULTRA
69.9@40 5W-30
Mobil® Trans HD-20
10.9@10
(0°F to 0
-30°F) Mobil®SCH
626
Frequent 40 150 775 Texaco® Meropa
Stop- 150
Start
Opera-
tion
SPECIALTY ITEMS
Internal Cortec® VCI 329
Rust
Inhibitor
External Texaco® Metal
Rust Protective Oil L
Preven-
taltive
*Synthetic lubricants are suggested for high or low temperature service.

Inspection and Preventative Maintenance Chart

Routine maintenance is an essential part of any successful pump installation. Properly maintained
water injection pumps are designed to offer years of trouble-free service.
Regular maintenance and inspection will keep your pump operating at peak performance. This
pump has been carefully engineered to minimize maintenance requirements and simplify these
tasks when they are required. Regular inspections allow operators to become familiar with normal
pump operation so they can recognize the signals of potential problems and schedule mainte-
nance. The maintenance chart below should be used as a guideline only. Many applications will
require adjustment of the intervals shown in this chart for severe or unusual operating conditions.
Maintenance Chart
Interval Component Service Remarks

Break in Crankcase Oil Change Drain and refill with new oil after first 50 hours of
Period operation. Ensure that the magnetic drain plugs are
cleaned to remove debris.
Inlet Stainer Inspect Clean if required. The amount of material in the

strainer will determine the interval of cleaning.
Daily Complete Inspect General inspection of pump and system to check for
Pump proper operation of equipment.
Piston Cup Inspect Check the cylinder liner area of the pump for signs of
Sets leakage. Replace piston cups if leakage becomes
excessive.
Pump system Flush Required for shutdown when pumping fluids that may
harden or corrode the pump if left inside once
stopped.
Crankcase Oil Inspect Ensure that the oil is at proper level and has not been
contaminated by pumpage or condensation.
2,000 Crankcase Oil Change Drain and refill with new oil. Clean magnetic drain
hours plug.
Connecting Inspect Check the connecting rod bolts with a torque wrench
Rod Bolts to ensure they are within specification. This should
be done in conjunction with oil changes.
Estimated Life Of Wearing Components

The information given here is an estimate of the average wear life of listed components in clean
liquid service. It is not a guarantee of life for any given application, but is intended to facilitate
maintenance schedules and stocking of spares. The maintenance of the power end lubrication
system will influence the life of the power end components. The speed of operation and percent of
maximum allowable load will influence the life of both power end and fluid end parts. The

temperature, abrasiveness, and lubricity of the liquid affect the life of fluid end expendables.
POWER END COMPONENT ESTIMATED LIFE (Hours)

• End Bearings (Roller or Ball) . . . . . . . . . . . . . . .40,000
• Wrist Pin Bushings . . . . . . . . . . . . . . . . . . . . . . .20,000
• Power End Cover Gasket . . . . . . . . . . . . . . . . . .10,000
• Connecting Rod Bearings . . . . . . . . . . . . . . . . . .10,000
• Oil Seal on Crankshaft or Pinion . . . . . . . . . . . .10,000
• Oil Seal on Piston (Pony) Rod . . . . . . . . . . . . . . .5,000
FLUID END COMPONENT ESTIMATED LIFE (Hours)

• Fluid Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . .16,000
• Pistons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10,000
• Valve Assembly . . . . . . . . . . . . . . . . . . . . . . . . . .8,000
• Ceramic Liners . . . . . . . . . . . . . . . . . . . . . . . . . . .3,000
Component Parts List
A typical pump configuration is shown below for general reference purposes. This will aid in
identifying components for service procedures outlined in the following sections. To order service
parts refer to the machine Parts Manual.


Service Procedures
The following sections illustrate step-by-step instructions for performing most common service
procedures of a pump. Read each section before starting service work on the pump. Refer to your
machine parts manual for component identification.
Replacing Cup Pistons
! WARNING
Ensure that all pressure inside the pump fluid cylinder has been bled off
before starting any service work. Lock-out and tag-out the starting
components.
1. Bleed off all pressure and ensure the pump power supply is off and is disconnected (Locked and
Tagged out, if applicable).
2. Remove the fluid cylinder (38) from pump by removing the
three capscrews (39) holding it to the power frame, then lift the
fluid cylinder off the top of the ceramic cylinders (42).
3. Remove the ring seals (41) and O-rings (40) from the top of
the cylinders or from the counter bores of the fluid cylinder.
4. Remove the capscrew (44) and piston cup washer (45) from
each of the two cylinders.
5. Lift the ceramic cylinder (42) off the top of the power frame
(1). Friction will usually keep the piston cup (46) inside the cyl-
inder as it is removed. Once the cylinders and pistons are off
the pump, take them to a bench and press them out from the
top.

6. Remove the piston holder (47) and O-ring (48) from the
crosshead shaft (6).
7. Inspect all O-rings, gaskets, seals, and other components for
signs of damage or wear. Any damaged components should be
replaced at this time. Inspect the ceramic cylinders for cracks
or grooves by visual inspection and running thumbnail around
the bore of the cylinder. Replace if grooves or cracks are
detected. New piston cups will wear quickly if operated in cylin-
ders with rough or grooved bores. NOTE! To provide maxi-
mum operational time between service, it is recommended that
both piston cups, not just the one that shows signs of leakage, be replaced whenever piston service
is required.
8. Ensure that the umbrella fluid shield (50) is not damaged. A damaged umbrella could allow fluid
to contaminate the power end oil. If the umbrella requires replacement, the best way to remove it
from the pump is to cut it free with a sharp knife.
NOTE! It is recommended that all associated gaskets or O-rings be replaced at each piston cup
service interval.
9. If new umbrellas (50) are required, fold the plastic as shown
and insert through the opening of the crosshead bore of the
power frame, and over the ends of the crosshead shaft. For
easier installation of the umbrella, immerse in boiling water for
2-3 minutes to soften. Use caution to avoid burns or scalding
when working with hot water.
10. Once the umbrellas are installed over the crosshead shaft,
lift them up slightly and insert the umbrella washers (49) through
the upper opening of the umbrella. Ensure the groove of the
washer is facing up.

11. Place O-rings (48) and piston holders (47) in position
on ends of crosshead shaft.
12. Place ceramic cylinders (42) and gaskets (43) in coun-
ter bore of power frame (1).
13. Apply light oil or glycerin around the OD of the piston
cups (46), then place them in the open end of the cylinders.
Use thumb to press the cups down firmly into the piston
holder of each cylinder.
14. Insert the piston cup washers (45) into the cylinders
with the ribbed side facing the piston cup.
15. Secure packing assembly using capscrews (44).

Torque to specification per the Fastener Torque Require-
ments table.
16. Insert top O-ring (40) and ring seal (41) in fluid cylnder
counter bore using heavy oil or grease to hold in place.
17. Return fluid cylinder (38) to position over cylinders (42)
and ensure that all seals are in place.
18. Replace fluid end capscrews (39). Torque capscrews in
3 stages to values shown in the Fastener Torque Require-
ments table.
Replacing Suction and Discharge Valves
1. Remove capscrew (58) and valve cover clamp

(57) from the front of the fluid cylinder (38).

2. Insert the end of a standard screwdriver into the

valve cover (56) groove and pry the valve cover
away from the fluid cylinder (38).
3. Remove the valve cage (55) and discharge

valve disc-spring assembly (53, 54) from both
bores of the fluid cylinder (38).
4. Use a finger to reach through the opening at the

center of the seat (51) and work the seat loose from the
fluid cylinder bore. NOTE! The optional Valve Seat
Removal tool (see figure below) may be used to simplify
this procedure.
5. Use the same procedure to remove the suction valve
cage (55), valve disc-spring (53, 54), and valve seat
(51), which are located directly under the discharge
valve seat.
6. Inspect all valve components and replace as neces-
sary. Note that even small damage or erosion to the
sealing area of the valve or the O-ring can adversely
affect the performance of the pump.
7. With the O-ring (52) in place on each valve seat (51),
place a few drops of light oil around the O-ring to aid in installation. Place a valve seat SQUARELY
in the back of both counter bores of the fluid cylinder.
8. Place the valve cage (55) on the valve seat (51) and insert the disc-spring assembly (53, 54)
inside of the cage on the valve seat.
9. Repeat the previous two steps to install the discharge valve seat and the discharge valve cage.
10. Place the valve covers (56), with O-rings (52) on the BOTTOM groove in place over the valve
assembly.

11. Replace valve cover clamp (57) and capscrew (58) and torque to specification per the Fastener
Torque Requirements table. NOTE! Over-tightening of the capscrew can damage the valve compo-
nents.
Valve Seat Removal Tool
Servicing the Power End
1. Remove bottom drain pipe plug (17) and drain all oil from power frame.
2. Disconnect suction and discharge piping, power source, and remove pump from mounting base.
3. Although it is not required, it is easier to remove the crankshaft (2) if the fluid end and pistons
have been removed. To remove the fluid end, follow steps 1-4 from the Replacing Cup Piston sec-
tion.
4. Remove the six hex head capscrews (14), washers (15), and mounting base (9) from rear of
pump. When removing the mounting base from the pump, be careful not to damage oil seal gasket
(10) as the mounting base is broken loose.
5. Remove capscrews (16) from the connecting rod assemblies (3) and take out the back half of the
connecting rod shell bearing (4).
NOTE! Connecting rod halves are not interchangeable and must be reassembled in their original
positions. Note the orientation of the machine markings on the connecting rod and cap.

6. Remove the oil slinger (25) from the crankshaft (2). (this model only)
7. Push the connecting rods (3) and crosshead assemblies (6) as far forward into the power frame
as possible to provide clearance for the crankshaft.
8. Once the crankshaft is clear of the connecting rods, remove forward half of the split connecting
rod bearing.
9. Use snap ring pliers to remove the crankshaft
retainer snap ring (13) from each side of the pump.
10. Using a hammer and wood block or rubber mallet,

drive the crank shaft (2) and bearings (12) out either
side of the power frame.
11. If bearing replacement is required, remove bearings from crankshaft using a press. Be sure to
provide suitable support for the back side of the bearings during this step. NOTE! Never pound
directly on the bearings or they may be damaged.
12. Once the crankshaft has been removed, the connecting rods and crossheads can be pulled
from the back of the power frame opening.

13. The wrist pin (5) is a slip fit through the connecting
rod (3) and crosshead (6). Check for signs of wear on
the pin and connecting rod bushing. For critical clear-
ance dimensions, see the Critical Clearance. Replace
the pin if noticeable wear is found. The complete con-
necting rod assembly must be replaced if the bushing is
worn, as the wrist pin bushing is not field replaceable.
14. The split crankshaft shell bearings (4) should be

replaced by inserting new half bearings in the connecting
rod as shown.
15. When re-assembling the crossheads, wrist pins, con-

necting rods, and shell bearings, ensure that they are
assembled in their exact former orientation and position.
16. Carefully clean and inspect all parts. Replace worn or
damaged components as necessary.
17. Install the crosshead and connecting rod assemblies
to their original position in the power frame.
18. Install crankshaft with bearings into the power frame.
19. Place the oil seals (11) over the ends of the crankshaft with the lip of the seals facing the inside
of the power frame.
20. Seat the snap rings (13) in the grooves in the bearing housing against the oil seals and tap the
crankshaft to allow a SLIGHT end play in the crankshaft.
21. Reassemble the connecting rods and shell bearings around the crankshaft. The connecting rod
and cap are a matched set. Be sure to properly match the connecting rods and caps back into their
original position and orientation. Torque connecting rod bolts per the fastener torque requirements
in the Fastener Torque Requirements table.
22. Complete the reassembly by reversing steps 1-8. Torque back cover capscrews (14) per the
fastener torque requirements in the Fastener Torque Requirements table.
23. Re-install the drain pipe plug (17) to the back cover.
24. Refill the power frame with oil, and turn the shaft over several revolutions by hand. When piston
cups are not installed the pump shaft should rotate freely. See instructions in the How to Start
Pump section for oil type and filling directions.
NOTE! This pump require 1 quart (0.95 liters) of oil.

Fastener Torque Requirements
NOTICE
No pump service procedure is complete without ensuring that the fasteners have been
properly torqued. Failure to properly tighten the pump bolts could cause the pump to leak or
possibly allow the pump to fail. Always use a calibrated torque wrench during the installation
of all critical fasteners listed in the Fastener Torque Requirements table below. Values are in
foot-pounds (Ft-lb) and Newton meters (N-m). Typical sizes are shown in the table below.
Item Component
Power End
No. Description Size Ft-lbs (N-m)
1 Connecting Rod Bolts 0.25 7 9
2 Piston Assy. Bolt 0.313 15 20
3 Back Cover Bolts 0.375 15 20
Fluid End
4 Fluid End Attahcing Bolts 0.375 25 34
5 Valve Cover Clamp Bolt 0.500 60 81
Critical Clearances
When maintenance requiring disassembly of the power end is performed, the following clearances
should be checked to see if they are within factory specification or within maximum allowable limits.
Additional clearance is allowed for component wear. This additional clearance is a maximum of
0.0508 millimeters of total diametral wear that can be added to the clearance values in the Critical
Clearances table below. For radial clearance, use ½ of the total diametral value.
All dimensions are shown in millimeters and inches.
DESCRIPTION millimeters inches

Crankshaft Throw Diameter (Stroke) 25.4 1.00
Crankshaft Pin or Journal (OD) 22.16 / 22.14 0.8725 / 0.8715
Connecting Rod / Crank Clearance (Max. total) 0.102 0.004
Crosshead Diameter (OD) 38.10 / 38.05 1.500 / 1.498
Crosshead Cylinder Bore (ID) 38.20 / 38.13 1.504 / 1.501
Crosshead to Bore Clearance (Max Total) 0.152 0.006
Wrist Pin Bushing Bore (ID) 14.27 / 14.22 0.562 / 0.560
Wrist Pin to Bore Clearance (Max. Total) 0.089 0.0035
NOTE! Clearances shown are total diametral values: For radial clearance use ½ the value shown.

Troubleshooting
This chart is designed to aid in the solution of pump and pump system problems. Once the problem
has been identified, work through the possible causes and solutions until the problem has been
corrected.
SYMPTOM POSSIBLE CAUSE REMEDY

-No liquid in reservoir (tank) -Ensure lines are connected and fill tank
-Inlet line valve closed -Ensure lines are connected and open
valve
No flow
frompump -Inlet strainer is totally clogged with -Clean or replace strainer
debris
-Check for power to drive and drivecon-
-Crankshaft is not turning nections
-Pump speed is too low -Check belt tightness or power to motor
-Relief valve improperly adjusted or worn -Check relief valve and adjust setting
Insufficient -Insufficient system resistance (worn noz- -Properly service system
pressure zle)
from pump
(ONLY) -Worn check valves
-Inspect check valves and repair or
replace
-Excessive leakage from pump seals
-Adjust or replace packing or damaged
parts
-Pump speed is too low -Check belt tightness or power to motor
Insufficient- -Relief valve improperly adjusted or worn -Check relief valve and adjust setting
flow from-
pump -Worn pump valves -Inspect pump valves and repair or
(ONLY) replace
-Excessive leakage from pump seals -Replace piston cup or damaged parts
-Piston worn -Replace piston or cylinder
-Valve seat washed out in fluid cylinder -Repair or replace fluid cylinder

Insufficient -All pump cylinders hot primed -Prime all chambers

flow or
pressure -By-pass or relief is piped back to suction -Pipe back to reservoir (tank)
AND rough
operation -Insufficient NPSHA -Provide more NPSH
(pump
pounds or -Air leaks in suction line or fittings -Correct installation to stop leaks
vibrates)
-Air entering booster pump -Correct installation of booster pump
-Pump valve stuck open or closed -Clean and deburr valve
-Valve assembly damaged or unseated -Properly seat or repair valve
-Broken or weak valve spring -Replace valve spring

-Valve damaged or unseated -Repair/replace valve or re-seat
-Loose piston, or rod -Tighten loose components
-Low oil level in power end -Fill to proper level
Pump -Excessive connecting rod bearing clearance -Check cap torque or replace bearings
runs
rough, -Worn wrist pin or bearing -Replace worn components
knocks, or
vibrates -Loose sheaves or bushings (v-belt drive) -Tighten loose components
(ONLY)
-Insufficient NPSHA -Provide more NPSH
-Excessive acceleration head in suction line -Install suction stabilizer
-Pulsation dampener improperly charged -Charge to proper pressure
-Inlet line too long or too small in diameter -Increase suction pipe size
-Worn piston seal allows air ingress -Replace piston seal
(usually observed when booster not used)
Rapid suc- -Pump cavitation -Increase suction size or NPSH
tion pres-
sure -Air is entering suction line -Correct installation to stop leaks
fluctua-
tion Pip- -Same as Pump runs rough above -See above
ing
vibration -Excessive pressure variation in discharge -Install discharge pulsation dampener
-Piping inadequately supported -Install supports at proper locations
-Excessive short-radius elbows or tees -Correct installation to minimize turns
and short-radius fittings

Pump -Discharge pressure too high -Reduce system back-pressure or relief

requires valve
excessive
power -Speed too high -Reduce speed
-Misaligned coupling -Correct alignment
-Belts too tight -Correctly adjust belt tension
Power end -Discharge and/or suction pressure too high -Reduce pressure or reduce piston and
overheats cylinder size
(over
180°F) -Oil level too high or too low -Adjust to correct oil level
and/or
reduced -Contaminated power end oil -Refill with clean oil & eliminate con-
power end tamination
compo-
nent life -Incorrect oil viscosity or grade -Fill with correct oil
-Misaligned coupling -Correct alignment
-Belts too tight -Correctly adjust belt tension
-Worn or damaged power end bearings -Replace damaged bearings

Crank- -Drive belts loose and slipping (if equipped) -Correctly adjust belt tension
shaft jerks
or starts & -System relief valve pressure set too high -Reduce relief valve pressure setting
stops
rotation -Discharge line blocked or partially blocked -Clear obstructions from piping system
-Piston cups are worn -Replace piston cup

Fluid leaking -Piston to rod O-ring damaged -Replace O-ring
from pump
-Fluid cylinder bolts not properly -Properly tighten and torque bolts
tightened
-Fluid cylinder O-rings (or gaskets) -Replace damaged O-rings or gaskets
damaged
-Highly abrasive particles in fluid -Install strainer or filter
Reduced pis- -Piston cups run dry -Correct problem & replace cup
ton cup life
-Incorrect cups for fluid type -Change to correct cup
-Pump was run dry for extended time -Correct problem and replace cups
-Worn cup holder -Replace cup holder
-Worn cylinder bore -Replace cylinder

-Highly abrasive particles in fluid -Install strainer or filter

-Cavitation damage -Correct problem and replace damaged
Reduced valves
valve life
-Air leaking into suction line -Correct problem
-Suction inlet insufficiently submerged -Increase submergence or baffle to stop
vortex
-Relief valve or bypass piped to suction -Pipe back to reservoir (tank)
-Valve damaged by improper installation -Replace damaged components
-Discharge pressure too high -Reduce system back pressure or relief
valve
-Hydraulic shock (cavitation or entrained -Correct piping system problem

air)
Cracked fluid -Discharge valve stuck closed -Replace damaged components
cylinder or
broken fluid -Fluid freezing in fluid cylinder -Change procedure to drain fluid when
end bolts cold
-Material or manufacturing defect -Replace defective component
-Bolt not properly torqued -Replace fluid cylinder and properly

torque
-Excessive piping loads on fluid end -Add supports to piping

-Discharge pressure too high -Reduce system back pressure or relief
valve
-Suction pressure too high -Reduce suction pressure or piston

Broken crank- diameter
shaft or con-
necting rod -Fluid freezing in fluid end -Change procedure to drain fluid when
cold
-Hydraulic shock due to cavitation -Correct piping system problems
-Material or manufacturing defect -Replace defective components

Power end oil -Extended operation with failed piston -Replace piston cup and improve moni-
is contami- cup toring
nated
-Hi-press wash wand near breather or -Provide shields to protect breather and
seals seals
-Pony rod seals or umbrella damaged -Replace oil seals or umbrella

Glossary of Commonly Used Terms
CAPACITY The total volume throughput per unit of time at suction conditions. It includes both liquid
and any dissolved or entrained gases. For all practical purposes this can be considered the volume
flow rate in the suction pipe. The standard unit of pump capacity is U.S. gallons per minute (GPM)
and metric cubic meters per hour (m3/hr).
CAVITATION The state where fluid pressure drops below vapor pressure, causing the liquid to
begin to change from a liquid to a gas and boil. Usually occurs in the chamber between the suction
and discharge valves during the suction stroke, and often sounds like a mechanical knock. Cavita-
tion results in the formation of gas bubbles, or cavities, in the fluid that cause vibration and damage
to components when they collapse.
DAMPENER A device that reduces pressure pulsations in the suction or discharge piping. This
may be referred to as a suction stabilizer, accumulator, or surge suppressor.
DISPLACEMENT The volume swept by all pistons or plungers per unit time. This term is typically
expressed as gallons per revolution.
FLOODED SUCTION Implies that the level of liquid in the suction vessel is above the centerline of
the suction port of the pump.
FLUID END The portion of the pump that converts the linear motion supplied by the power end into
fluid flow at pressure. This may also be called the Liquid End. It is called a valve chamber in old lit-
erature.
MECHANICAL EFFICIENCY Mechanical efficiency (ME) is the ratio, expressed as a percentage,
of pump power output to the pump power input. The mechanical efficiency of reciprocating pumps
is very high, typically 85% to 90%.
NPSHA An abbreviation that stands for Net Positive Suction Head Available. NPSHA is the total
suction pressure, including allowance for acceleration head, available from the system at the pump
suction connection, minus the vapor pressure of the liquid at actual pumping temperature. NPSHA
for a reciprocating pump is normally expressed in units of feet of water.
NPSHR An abbreviation that stands for “Net Positive Suction Head Required”. This is the minimum
total inlet pressure required by the pump for proper operation. This value is a function of pump
design and speed and is determined by the pump manufacturer through a specific NPSH test.
NPSHA should exceed NPSHR by at least 1.5 meters.
PISTON A type of power pump that uses a cylindrical seal (piston) mounted on a holder to drive
fluid through the valves. The piston seal reciprocates within a stationary cylinder.
POWER END The portion of the pump that converts supplied rotary motion into linear motion used
by the Fluid End to move the pumpage.
POWER FRAME The major portion of a power pump that encloses and supports all other compo-
nents of the power (or drive) end. It is called a pump case in old literature.
POWER PUMP A reciprocating pump that drives the pumping element(s) using a slider crank
mechanism. Power pumps are piston, plunger, or diaphragm type. All require a driver with a rotat-
ing shaft, such as a motor or engine, as a power source.
PUMP VALVE A check valve that allows flow of liquid in one direction. The pumps have a series of
two valves, one suction (inlet) and one discharge, per pumping cylinder.
STROKE LENGTH The length of one complete, unidirectional motion of the piston or plunger.
Stroke length is usually expressed in inches.
VOLUMETRIC EFFICIENCY Volumetric efficiency (VE) is the ratio of actual pump capacity output
to theoretical displacement. The volumetric efficiency is affected by the fluid being pumped and the
discharge pressure.

2-10-98
FILTER/REGULATOR Clean air flows upward from the element to the

regulator valve (12). The working parts of the
(002428-000) pressure regulator section are diaphragm (7),
regulating spring (5), valve (12), and adjustment
knob (2). One side of diaphragm (7) is refer-
OPERATION enced to the outlet (secondary) side of the regu-
lator through aspirator tube (A).
This filter/regulator performs two functions in a
compressed air system: With adjustment knob (2) turned counterclock-
A. It removes most solid and liquid particles wise until no load is applied to regulating spring
from the compressed air. (5), the valve is closed. When adjustment knob
B. It maintains a nearly constant outlet pres- (2) is turned clockwise, force is applied to regu-
sure despite changes in the inlet air pressure lating spring (5) which causes diaphragm (7) to
and changes in downstream flow requirements. move downward and open the valve. The
increase in secondary (regulated) pressure act-
ing against the lower (pressure) side of dia-
phragm (7), creates a force tending to move the
diaphragm upward, compressing regulating
spring (5). This upward movement will continue
until the force exerted by the pressure on the
lower side of diaphragm (7) balances the spring
2428S1A.TIF forece exerted on the upper side. If there is no
downstream flow demand, this balance of
forces will occur with the valve open just the
amount necessary to compensate for the
demand, thus maintaining the desired pressure.
The regulator shown is a relieving type and

should a secondary overpressure occur, dia-
phragm will move further upwared and open
relief passage (B) in the diaphragm. This allows
secondary air to esdape into the regulator bon-
net and to vent (C).
However, the flow capacity of the relief passage

is limited, and depending upon the source of the
overpressure condition, the outlet pressure
might increase to a point significantly higher
Air entering the filter/regulator is guided into a than the filter/regulator setting. For this reason,
swirling pattern by the louvers (16). Coarse the relief feature of a filter/regulator must not be
solid particles and liquids are forced to bowl wall relied upon as an overpressure safety device.
(30) by centrifugal force and drop to the bottom.
Baffle (22) creates a quiet zone at the bottom of
the bowl and prevents air turbulence from pick- ADJUSTMENT
ing up liquids and returning them to the air
stream. Air leaving the bowl passes through the 1. Before turning on system air pressure, turn
filter element (18) where most finer solid parti- filter/regulator adjustment counterclockwise
cles are retained. until all load is removed from regulating spring.
002428-000 SHEET 1 OF 4
2-10-98
2. Turn on system air pressure. Clean the bowl using warm water only. Clean
other parts using warm water and soap. Blow
3. Turn filter/regulator adjustment (2) clockwise clean dry air through the filter element from
until the desired outlet pressure is reached. inside to outside to dislodge surface contami-
nants. Dry the parts and blow out internal pas-
4. To avoid minor readjustment after making a sages in the body using clean, dry compressed
change in pressure setting, always approach air. Inspect each part carefully. Replace any
the desired pressure from a lower pressure. parts that are damaged.
When reducing from a higher to a lower setting,
first reduce to some pressure less than that At reassembly, apply a wipe coat of Dow corn-
desired, then bring up to the desired point. ing 44M grease or equivalent to gasket (29).
Tighten baffle (22) 1/4 to 1/2 turn past the point
5. Push the lockring on adjusting knob (2) of initial contact with element (18), DO NOT
downward to lock the pressure setting. To OVER TIGHTEN. When reinstalling the auto-
release, pull the lockring upward. Pressure set- matic drain in bowl, torque retaining nut (25) to
tings can be made tamper resistant by installing 20-25 in-lbs (2.5 Nm). Apply a light coating of
a seal wire in the groove above the lockring. antiseize compound (Armite Laboratories Led-
Plate No. 250 or equivalent) to the full length of
the threads on bowl (32) before assembly to
body. Tighten the bowl by hand.
SERVICING
The lliquid level in bowl (30) should always be Regulator Section

below baffle (22). If the liquid level rises above
the baffle, liquid will be carried downstream. Turn adjusting knob (2) counterclockwise until
Replace filter element (18) when plugged or all load is removed from regulating spring (5).
dirty. Unscrew bonnet assembly (2), spring (5), slip
ring (6), and diaphragm (7) from body (10).
Remove the filter section as described previ-
OVERHAUL ously. Unscrew and remove centerpost (17)
together with gasket (15), louver-deflector (16)
The filter/regulator can be disassembled without and valve spring (14). Pull valve (12) together
removal from the air line. To disassemble, shut with O-rings (11 and 13) out of body.
off inlet air pressure. Reduce air pressure to
zero in lines both upstream and downstream of Clean regulator parts using warm water and
filter/regulator. soap. Do not immerse bonnet assembly (2) for
cleaning as lubricant will be removed. Dry parts
thoroughly. Inspect all parts carefully. Replace
Filter Section any parts that are damaged.
Unscrew and remove bowl (30) and gasket (29). At reassembly, apply a light coat of Dow Corn-
Remove automatic drain items (24, 25, 27, 28) ing 44M grease or equivalent, to O-rings (11and
from the bowl. Unscrew and remove baffle (22) 13), gasket (15), and to the valve stem bore in
and filter element (18). body (10) and valve body bore in centerpost
(17). Insert valve assembly (11, 12, 13) into
body (10). Place louver-deflector (16) and gas-
ket (15) on centerpost (17), drop valve spring
(14) in centerpost, install centerpost in body and
tighten until snug.
002428-000 SHEET 2 OF 4
2-10-98
002428-000 SHEET 3 OF 4
2-10-98
Apply a light coast of Lubriplate 110 or equiva-

lent, to adjusting screw threads inside bonnet
(2). Apply a light coat of antiseize compound to
the lower half of threads on bonnet (2). Stack
diaphragm (7), slipring (6), regulating spring (5)
in upper section of body. Screw bonnet (2) into
body. Turn adjusting knob counterclockwise to
ensure all load is removed from regulating
spring. Tighten the bonnet to 25-30 ft-lbs (34-
41 Nm) of torque.
Reassemble the filter section as described in

this section.
002428-000 SHEET 4 OF 4
2-12-98
DUST COLLECTOR • Ensure that the filter cleaning mechanism is

functioning (listen for air pulsation once
(007702-000) every 3 to 6 seconds). The pressure regula-
tor should be set at 50 PSI (3.4 bars).
GENERAL • Start the dust collector when air control valve

is placed in OPEN position.
For the dust collector to operate efficiently, the
following steps should be followed: • Stop dust collector when air control valve is
placed in CLOSED position.
• Do not operate the dust collector if wet drill-

! WARNING ing conditions are encountered. Wet dust
Do not operate blower motor at speeds can clog dust collector air filters.
above 4,000 RPM. The blower may disinte-
grate causing injury to nearby personnel. • When initially setting up blower speed, open
adjustable flow control located adjacent to
NOTICE blower motor so the blower is operating very
slowly. Gradually increase RPM until dust is
Should visible dust be observed coming no longer coming from the drill table. Check-
from the blower discharge port, immediately ing the RPM with a Frahm Vibratory Reed
turn off blower and check for ruptured fil- tachometer is strongly recommended to
ters. Failure to do this will cause blower ensure that fan speed does not exceed
damage. 4,000 RPM. Blower speeds should be set to
the lowest speed possible that provides
• Ensure dust curtains are forming a seal with dust-free operation.
the ground.
CLEAN AIR
DISCHARGE
WORKING SHORT BURSTS

AIR OF AIR
7702s0
HEAVY CUTTINGS 1. DUST CURTAIN

DUST 2. DUST SHIELD
3. TABLE BUSHING
4. TABLE
5. FILTERS
6. BACKFLUSHING MODULE
7. MOTOR
8. SPEED CONTROL
9. HYDRAULIC PRESSURE SURGE BYPASS
10. BACKFLUSH PRESSURE REGULATOR
11. BLOWER
007702-000 SHEET 1 OF 2
2-12-98
TROUBLESHOOTING
PROBLEM SOLUTION
Dust curtain not confining all dust Dust curtain must touch ground to create seal. Extend dust curtain as
required.
Dust being forced up through table bushing Check for worn table bushing insert or dust shield and/or dust ring.
around drill pipe Replace as required.
Fine dust not being dumped through transition Check for caked cuttings holding rubber belting shut or chute plugged by
chute damp dust. Remove all caked dust from hopper and chute.
Filter severely plugged Remove filters as needed and clean and/or replace. Inspect filter for rup-
ture. If rupture found replace filter.
Check regulator pressure gauge for accuracy. Additional pressure may be

required to clean filter. Do not exceed 50 PSI.
If filters have indication of oil coating check for leakage of blown motor
shaft seal. Replace as required.
Backflushing cycle rate too fast or too slow Timer not adjusted properly. Remove cover of timer for adjustment.
Observe flash of “off cycle” light. Turn adjustment screw to have light flash
at 6 second intervals.
Filters are not being back-flushed properly Blowdown diaphragm valves may be defective. If one particular filter is
not being cleaned check the blowdown valve for ruptured diaphragm or
valve stuck in open or closed position.
Check tubing connecting timer solenoid to blowdown valves for leakage.
Flushing section of dust collector full of dust Check to see that filter is properly tightened against filter retainer.
Retainer must also be secure.
Check filter for ruptures.
Thoroughly clean the flushing section by use of air gun before resuming
operation.
Blower speed too slow Check flow control located adjacent to blower motor for proper setting.
Check for defective hydraulic pump of motor. Replace as required.
007702-000 SHEET 2 OF 2
2-9-98
HYDRAULIC MOTOR
(009999-000) of the difficulties which may be experienced with
this hydraulic motor. The table also lists proba-
ble causes and possible remedies. We recom-
TROUBLESHOOTING mend that you check this table before
disassembling the motor.
The troubleshooting table that follows lists some

Oil Leakage 1. Hose fittings loose, worn or dam- Check & replace damaged fittings or
aged. “O” Rings. Torque to specifications.
2. Oil seal rings (4) deteriorated by Replace oil seal rings by disassem-
excess heat. bling motor.
3. Loose or its sealing area deterio- (a) Loosen then tighten single bolt
rated by corrosion. to torque specification.
(b) Replace bolt.
4. Internal shaft seal (16) worn or Replace seal. Disassembly of motor

damaged. unit necessary.
5. Worn coupling shaft (12) and Replace coupling shaft and seal by
internal seal (16). disassembling motor.
Significant loss of speed under load 1. Lack of sufficient oil supply. (a) Check for faulty relief valve and
adjust or replace as required.
(b) Check for and repair worn pump.
(c) Check for and use correct oil for

temperature of operation.
2. High internal motor leakage. Replace worn rotor set by disassem-

bling motor.
3. Severely worn or damaged inter- Replace rotor set, drive link and
nal splines. coupling shaft.
4. Excessive heat. Locate excessive heat source (usu-

ally a restriction) in the system and
correct the condition.
Low mechanical efficiency or undue 1. Line blockage. Locate blockage source and repair
high pressure required to operate or replace.
2. Internal interference. Disassemble motor, identify and

remedy cause and repair, replacing
parts as necessary.
3. Lack of pumping pressure. Check for and repair worn pump.
HYDRAULIC MOTOR TROUBLESHOOTING
009999-000 SHEET 1 OF 9
2-9-98
DISASSEMBLY AND INSPECTION .
1. Place the motor in a soft jawed vise, with

6
coupling shaft (12) pointed down and the vise
jaws clamping firmly on the sides of the housing
(18) mounting flange or port bosses.
10
2. Scribe an alignment mark down and across
the motor components from end cover (2) to
housing (18) to facilitate reassembly orientation
where required.
7. Remove commutator (5) and seal ring (3).

Remove seal ring from commutator, using an air
hose to blow air into ring groove until seal ring is
3 lifted out and discard seal ring. Inspect commu-
tator for cracks or burrs, wear, scoring, spalling
or brinelling.
3. Remove the head bolts (1). Inspect the bolts 12

for damaged threads, or sealing rings, under
the bolt head. Replace damaged bolts.
5
4. Remove end cover assembly (2) and seal
ring (4). Discard the seal ring.
8. Remove manifold (7) and inspect for cracks,
surface scoring, brinelling or spalling. A pol-
5. Thoroughly wash end cover (2) in a suitable
ished pattern on the ground surface from com-
solvent and blow dry. Inspect the end cover for
mutator or rotor rotation is normal. Remove and
cracks and the bolt head recesses for good bolt
discard the seal rings (4) that are on both sides
head sealing surfaces.
of the manifold.
6. Remove commutator ring (6). Inspect com-
NOTE!
mutator ring for cracks, or burrs.
The manifold is constructed of plates bonded
together to form an integral component not sub-
NOTE!
ject to further disassembly for service. Com-
A polished pattern (not scratches) on the cover
pare configuration of both sides of the manifold
from rotation of the commutator (5) is normal.
to ensure that same surface is reassembled
Discoloration would indicate excess fluid tem-
against the rotor set
perature, thermal shock, or excess speed and
require system investigation for cause and
9. Remove rotor set (8) and wearplate (9)
close inspection of end cover, commutator,
together to retain the rotor set in its assem-
manifold, and rotor set
bled form, maintaining the same rotor vane
(8C) to stator (8B) contact surfaces.
009999-000 SHEET 2 OF 9
2-9-98
9999s0.tif
9999s2
009999-000 SHEET 3 OF 9
2-9-98
NOTE! (0.13 mm) of clearance, replace the rotor set.

The drive link (10) may come away from the FEELER
coupling shaft (12) with the rotor set, and wear- GAUGE
8C
plate. You may have to shift the rotor set on the 8A
wearplate to work the drive link out of the rotor
(8A) and wearplate.
8B
8A 16
8B
14
9
12. Remove drive link (10) from coupling shaft
(12) if it was not removed with rotor set and
wearplate. Inspect drive link for cracks and
worn or damaged splines. No perceptible lash
(play) should be noted between mating spline
10. Inspect the rotor set in its assembled form parts. Remove and discard seal ring (4) from
for nicks, scoring, or spalling on any surface and housing (18).
for broken or worn splines. If the rotor set com-
ponent requires replacement, the complete 13. Check the output end of coupling shaft (12)
rotor set must be replaced as it is a matched to be sure you have removed all signs of rust
set. Inspect the wearplate for cracks, brinelling, and corrosion which might prevent its with-
or scoring. Discard seal ring (4) that is between drawal through the seal and bearing. Crocus
the rotor set and wearplate. cloth or fine emery paper may be used.
NOTE! 14. Remove coupling shaft (12), by pushing on

The rotor set (8) components may become dis- the output end of shaft. Inspect coupling shaft
assembled during service procedures. Marking bearing and seal surfaces for spalling, nicks,
the surface of the rotor and stator that is facing grooves, severe wear or corrosion and discolor-
UP, with etching ink or grease pencil before ation.
removal from the motor will ensure correct reas-
12
sembly of rotor into stator and rotor set into the
motor. Marking all rotor components and mat-
ing spline components for exact repositioning at
assembly will ensure maximum wear life and
20
performance of the rotor set and the motor.
11. Place rotor set (8) and wearplate (9) on a flat

surface and center rotor (8A) in stator (8B) such
that two rotor lobes (180° apart) and a roller
vane (8C) centerline are on the same stator
centerline. Check the rotor lobe to roller vane NOTE!
clearance with a feeler gauge at this common Minor shaft wear in seal area is permissible. If
centerline. If there is more than .005 inches wear exceeds .020 inches (0.51 mm) diametri-
cally, replace coupling shaft.
009999-000 SHEET 4 OF 9
2-9-98
rollers must be firmly retained in the bearing

cages, but must rotate and orbit freely. All roll-
INSPECTION
SURFACES ers and thrust washers must be free of brinelling
and corrosion.
21 NOTE!
The bushing (19) or (13) to coupling shaft diam-
eter clearance must not exceed .010 inch (.025
mm). A bearing, bushing, or thrust washer that
ITEM 12 does not pass inspection must be replaced.
20. If the bearings, bushing or thrust washers

NOTE! must be replaced use a bearing puller to
A slight “polish” is permissible in the shaft bear- remove bearing/bushings (19) and (13) from
ing areas. Anything more would require cou- housing (18) without damaging rhe housing.
pling shaft replacement. Remove thrust washers (14) and thrust bearing
(15) if they were previously retained in the hous-
15. Remove thrust bearing (15) and thrust ing by bearing (13). Discard the bearing/bush-
washer (14). Inspect for wear, brinelling, corro- ing (19) and (13).
sion and a full complement of retained rollers.
16. Remove seal (16) and back up washer (17) NOTE!

from housing (18). Discard both. The depth or location of bearing/bushing (13) in
relation to the housing wearplate surface and
17. Remove housing (18) from vise, invert it and the depth or location of bearing/bushing (19) in
remove and discard seal (20). A blind hole relation to the beginning of bearing/bushing
bearing or seal puller is required. counterbore should be measured and noted
before removing the bearings/bushings. This
20 will facilitate the correct reassembly of new
bearings/bushings.
18
25 18 13
29
18. Inspect housing (18) assembly for cracks,

the machined surfaces for nicks, burrs, brinel-
ling or corrosion. Remove burrs that can be
removed without changing dimensional charac-
teristics. Inspect tapped holes for thread dam- ASSEMBLY
age.
19. If the housing (18) assembly has passed NOTICE

inspection to this point, inspect the housing
If the bearing mandrel specified is not avail-
bearings/bushings (19) and (13) and if they are
able and alternate methods are used to
captured in the housing cavity the thrust wash-
press in bearing/bushing (13) and (19) the
ers (14) and thrust bearing (15). The bearing
009999-000 SHEET 5 OF 9
2-9-98
bearing/bushing depths specified must be flush to .03 inch (.76 mm) below the housing
achieved to ensure adequate bearing sup- wearplate contact face. Use the opposite end of
port and correct relationship to adjacent the bearing mandrel that was used to press in
components when assembled. the outer bearing/bushing.
MANDREL
s1 36
3. Press the dirt and water seal (20) into the

[mm]
housing (18) outer bearing counterbore until it is
flush.
BEARING MANDREL
4. Place housing (18) assembly into a soft
1. If housing (18) bearing components were jawed vise with the coupling shaft bore down,
removed for replacement, thoroughly coat and clamping against the mounting flange.
pack the outer bearing/bushing (19) with clean 18
corrosion resistant grease. Press the new bear-
ing/bushing into the counterbore at the mount-
ing flange end of the housing, using the bearing
mandrel which will control the bearing/bushing 42
depth of 0.151/0.161 inches (3.84/4.09 mm)
from the end of the bearing counterbore.
NOTE!
Bearing mandrel must be pressed against the
lettered end of bearing shell. Take care that the
housing bore is square with the press base and 5. Assemble the back up washer (17) and the
the bearing/bushing is not cocked when press- seal (16) with the seal lip facing toward the
ing a bearing/bushing into the housing. inside of the motor into their respective counter-
bores in housing (18).
6. Assemble thrust washer (14) then thrust

MANDREL
bearing (15).
34
NOTE!
The coupling shaft will be seated directly
against the thrust bearing.
7. Apply masking tape around the keyway on

shaft (12) to prevent damage to seal (16).
2. Bearing/bushing (19) and (13) can now be
pressed into its counterbore in housing (18)
009999-000 SHEET 6 OF 9
2-9-98
assemble the drive link splines in their original

NOTICE position in the mating coupling shaft splines.
The outer bearing (19) is not lubricated by

the system’s hydraulic fluid. Be sure it is
thoroughly packed with the grease (included 10
in each seal kit).
51
8. Be sure that a generous amount of clean
corrosion resistant grease has been applied to
the lower (outer) housing bearing/bushing (19).
Install the coupling shaft (12) into housing (18),
seating it against thrust bearing (15).
11. Assemble wearplate (9) over the drive link
12
(10) and alignment studs onto the housing (18).
TAPE 9
47
52
NOTE!
The coupling shaft (12) will be flush or just
below the housing wearplate surface.
12. Apply a small amount of clean grease to a
seal ring (4) and assemble it into the seal ring
9. Apply a small amount of clean grease to a
groove on the wearplate side of the rotor set
seal ring (4) and insert it into the housing (18)
stator (8B).
seal ring groove.
13. Install the assembled rotor set (8) onto wear-
NOTE!
plate (9) with rotor (8A) counterbore and seal
One or two alignment studs screwed finger tight
ring side down and the splines into mesh with
into housing (18) bolt holes, approximately 180°
the drive link splines.
apart, will facilitate the assembly and alignment
of components as required in the following pro-
NOTE!
cedures. The studs can be made by cutting off
It may be necessary to turn one alignment stud
the heads of either 3/8-24 UNF 2A or 5/16-24
out of the housing (18) temporarily to assemble
UNF 2A bolts as required that are over .5 inch
rotor set (8) or manifold (7) over the drive link.
(12.7 mm) longer than the bolts (1).
If necessary, use the following procedures to
10. Install drive link (10) the long splined end
assemble the rotor and vane assembly.
down into the coupling shaft (12) and engage
the drive link splines into mesh with the coupling
A. Place stator (8B) onto wearplate (9) with
shaft splines.
seal ring (4) side down. Be sure the seal ring is
in place.
NOTE!
Use any alignment marks put on the coupling
shaft and drive link before disassembly to
009999-000 SHEET 7 OF 9
2-9-98
8C
8B
70
72
B. Assemble the rotor (8A), counterbore down D. Grasp the output end of coupling shaft (12)
if applicable, into stator (8B), and onto wear- with locking pliers or other appropriate turning
plate (9) with rotor splines into mesh with drive device and rotate coupling shaft, drive link and
link (19) splines. rotor to seat the rotor and the assembled vanes
(8C) into stator (8B), creating the necessary
8A clearance to assemble the seventh or full com-
plement of seven vanes. Assemble the seven
vanes using minimum force.
71 10
73
NOTE!
If the manifold side of the rotor was etched dur-
ing disassembly, this side should be up. If the
rotor is not etched and does not have a counter-
bore, use the drive link spline contact pattern
apparent on the rotor splines to determine the
rotor side that must be against the wearplate.
E. Remove the two assembled bolts (1) if used
NOTICE to retain stator and wearplate.
Excessive force used to push the rotor 14. Apply clean grease to the seal ring (4) and
vanes into place could shear off the coating assemble it in the seal ring groove in the rotor
applied to the stator vane pockets. set contact side of manifold (7).
C. Assemble six vanes (8C), or as many vanes

that will readily assemble into the stator vane
NOTICE
pockets. Manifold (7) is made up of several plates
bonded together permanently to form an
integral component. The manifold surface
that must contact the rotor set has it’s series
of irregular shaped cavities on the largest
circumference or circle around the inside
009999-000 SHEET 8 OF 9
2-9-98
diameter. The polished impression left on bolts to pull the end cover and other compo-
the manifold by the rotor set is another indi- nents into place with a final torque of 22-26 ft.
cation of which surface must contact the lbs. (30-35 N m).
rotor set.
15. Assemble the manifold (7) over the align-

ment studs and drive link (10) and onto the rotor
set. Be sure the correct manifold surface is
against the rotor set. 65
10
56
16. Apply grease to the seal ring (4) and insert it

in the seal ring groove exposed on the manifold.
17. Assemble the commutator ring (6) over

alignment studs onto the manifold.
18. Assemble the seal ring (3) flat side up, into
commutator (5) and assemble commutator over
the end of drive link (10) onto manifold (7) with
seal ring side up.
68
5
60 3
19. Assemble the seal ring (4) into end cover (2)
and assemble end cover over the alignment
studs and onto the commutator set.
20. Assemble the bolts (1) and screw in finger

tight. Remove and replace the two alignment
studs with bolts after the other bolts are in
place. Alternately and progressively tighten the
009999-000 SHEET 9 OF 9
2-9-98
009999-000 SHEET 10 OF 9
10-6-97
LUBRICATOR PUMP ing force is relieved from port ‘H’. Residual

pressure at port ‘H’ must fall below 2 PSI to per-
(011353-000) mit full return stroke of the piston.
Air bleed ‘L’ is provided for purging the pumping

GENERAL chamber. The stainless steel ball used in the air
bleed serves as a spare for the ball used in the
The following procedures describe the opera- outlet check valve assembly ‘J’.
tion and the overhaul of the air lubricator pump.
OVERHAUL
OPERATION
It is important that the pump be disassembled
Lubricant enters through pump port ‘F’, filling and assembled in the order described below to
pumping chamber ‘G’. Pressurized air is avoid damage to the piston sleeve O-rings.
applied at cylinder port ‘H’ moving the piston
assembly forward, blocking the inlet and forcing
the lubricant out through check valve ‘J’. Disassembly
1. Unthread and remove the power cylinder

Piston stop ‘A’ controls the quantity of discharge assembly.
by limiting piston stroke. This piston is spring
returned to the prime position when the motivat- 2. Remove the retainer washer.
POWER CYLINDER
ASSEMBLY
RETAINER WASHER
ADJUSTMENT PISTON SLEEVE
GLAND ASSEMBLY
ASSEMBLY
PUMP BODY
(BACK) REAR SEAL
RING
PUMP PISTON
011353-000 Sheet 1 of 2
10-6-97
3. Unthread and remove the adjustment gland Assembly

assembly.
1. Install the adjustment gland assembly. Do
NOTICE not tighten fully.
Never remove the piston sleeve out of the 2. Install the piston sleeve assembly. Be sure
adjustment gland end of the pump body. rear seal ring is in place before installing
Sleeve o-rings will be sheared by cross retainer washer.
ports in the pump body.
3. Assemble the power cylinder assembly,
4. Push the piston sleeve assembly out the guiding the pump piston carefully into the piston
back of the pump body. sleeve assembly. Engage and fully tighten.
4. Snug up the adjustment gland last until it

bottoms tightly against the piston sleeve
assembly.
011353-000 Sheet 2 of 2
3-1-04
OIL INJECTION LUBRICATOR purge water from the hammer and cycle new
clean Rock Drill oil into the hammer.
(011362-000)
The hammer will not be damaged by too much
oil, but it will be damaged by not enough oil.
GENERAL
DISCHARGE AIR TEMPERATURE F°

AMBIENT AIR TEMPERATURE F°
The following topics aid in determining and
adjusting the flow rate of air lubricating oil.
RECOMMENDED LUBRICATION
Correct lubrication during drilling operation is

extremely important. Inadequate lubrication is a
major cause of hammer wear and failure.
OPERATING PRESSURE (PSIG)
‘Rock drill’ oil is the only lubricant recommended
RECOMMENDED ROCK DRILL OIL
by Sandvik for use in the Hammerdril® XL. Use
the grade of rock drill oil that is proper for the cli-
mactic and operating conditions at the drill site.
Use the following chart as a guide for selecting ADJUSTMENT
the proper grade rock drill oil to use.
Air Pressure
When using new drill pipe or pipe that has not
The operating air pressure to the lubricator
previously been coated with oil, pour a quart/
pump should be adjusted to the following:
liter of rock drill oil down the drill pipe each time
Minimum Operating Air Pressure - 60 psi (4
a new joint of drill pipe is added.
bars)
One method to ensure the hammer is getting Maximum Operating Air Pressure - 200 psi
the recommended amount of oil to operate effi- (13.8 bars)
cintly is to calculate ‘.15 -.25 quarts of oil per Standard Air Regulator Setting - 60 psi (4 bars)
hour divided by 100 CFM’.
Example: XL 6/BA with a 3/8" choke uses 1335 AIR

REGULATOR
SCFM.
1335 X .2 = 2.7 qts/hr

100
Check oil levels each shift. Monitor the oil deliv-

ery to the hammer by looking at oil dripping from
the bit after each hole is drilled.
NOTE!
It is recommended that when drilling with water
or foam injection, to use the next higher grade
of Rock Drill oil. An alternative would be to
increase the quantity of oil injected. Always con-
sult the hammer manufacturer’s specifications. cw = increase
ccw = decrease
Upon completing the drilling cycle, always
011362-000 Sheet 1 of 3
3-1-04
Pump Volume and Timer machines.
Adjust pump output volume as follows: 5. On machines with a 2 dial timer mounted on
the lubricator tank, changes in the pump output
1. Add oil to the pump reservoir as required. can be made with the time ‘OFF’ knob but
should not be attempted unless the pump
2. Using a screwdriver, thread the volume stroke adjustment is not set at the desired out-
adjusting screw in (cw) completely and then out put or cycle time is out of adjustment.
(ccw) per the following table.
6.On machines with a 4 dial timer, part number
022397-001, adjust the timer to 20 cycles per
PUMP STROKE SETTING GPH (LPH) minute as follows:
‘T on’
* 10 Turns CCW 0.62 (2.3)
white dial = 1-10s
16 Turns CCW 1.00 (3.8) blue dial = 1
20 Turns CCW 1.25 (4.7)
‘T off’
* Original factory setting. white dial = 1-10s
Above values with timer set at 2 second intervals. blue dial = 2 to 6 (depending on oil grade)
3. Open the air bleed screw in the pump.
SHOWN WITH
TIMER/RELAY
MOUNTED ON
THE TANK
VOLUME NOTE!
ADJUSTING BLEED SCREW
SCREW The timer/relays (022397-001 and 008765-003)
mounted on the lubricator tank have been
replaced. If ordered, a 025501-052 timer kit will
be supplied.
7.To calibrate a 2 dial timer (025501-001)

4. Start the machine and place the lubricator proced as follows:
switch in the ‘ON’ position.
8.Locate the relay/timer, mounted in the engine
NOTE! control box on model T25KW machines and in
The ‘Working Air’ must be ‘ON’ in Gator model the circuit breaker box in the cab.
011362-000 Sheet 2 of 3
3-1-04
OUTPUT HOSE
TIMER/RELAY LOCATION
(MODEL T25KW)
9.Set the ‘OFF TIME’ to 6 to 8 seconds.
10.Set the ‘ON TIME’ to 1.5 to 2 seconds.
11.Check the lubricator pulse light for the on/off

cycle operation.
12.Tighten the pump bleed screw.
13.Remove the output hose connection at the

air discharge piping to bleed the hose and
ensure oil flow.
011362-000 Sheet 3 of 3
3-1-04
011362-000 Sheet 4 of 3
6-22-98
FIRE SUPPRESSION The basic agent storage system is a tank filled

with Ansul FORAY (monoammonium phos-
SYSTEM phate base) dry chemical which is effective on
Class A, B and C fires. A gas expellant cartridge
(006120-000 & 008836-000) provides pressurization of the dry chemical
upon actuation.
GENERAL The dry chemical extinguishing agent is deliv-

ered from the tank through the hydraulic hose
This topic gives descriptions of the fire suppres- and pre-set nozzles into the fire prone areas or
sion systems, how they operate, it explains onto the fire prone surfaces.
what to do in case of fire, how to recharge the
chemical tank and how to maintain the system.
OPERATION
DESCRIPTION Discharge of the fire suppression system is initi-

ated manually from a remote actuator (1) or
Two types of fire suppression systems are avail- electrically when detection lines signal the sys-
able; Manual and Electric Detection and Actua- tem control module (refer to the figures).
tion.
MANUAL
1
This fire suppression system consists of three
major components: a container to store the dry
chemical extinguishing agent; an actuation
3
device to trigger the system; and a delivery sys-
tem to carry the dry chemical from the storage
container to the fire.
The basic agent storage system is a tank filled 6120-s2 2

with Ansul FORAY (monoammonium phos-
phate base) dry chemical which is effective on 1
Class A, B and C fires. A gas expellant cartridge 4
provides pressurization of the dry chemical
upon actuation. 6
5
The dry chemical extinguishing agent is deliv-
ered from the tank through the hydraulic hose 7
and pre-set nozzles into the fire prone areas or
onto the fire prone surfaces. MANUAL OPERATION
ELECTRIC DETECTION AND ACTUATION

This fire suppression system consists of detec- Depressing the actuator plunger punctures the
tion wire, a manual actuation device, a control seal on the cartridge. The released pressure is
module, a container to store the dry chemical transmitted to the pneumatic actuator/cartridge
extinguishing agent, and a delivery system to receiver (2). A safety relief valve (3) at this point
carry the dry chemical from the storage con- prevents too large an actuation pressure build-
tainer to the fire. up. The pressure causes a seal in the expellant
gas cartridge (4) to be pierced. This releases
006120-000 SHEET 1 OF 5
6-22-98
the expellant gas which is then transmitted to fuel to the fire or restart the fire with sparks.
the dry chemical tank (5) where it fluidizes the
dry chemical before carrying it to the fire haz- React quickly so the fire is caught before it
ard. A bursting disc in the union assembly (6) grows too large.
prevents the flow of dry chemical until sufficient
pressure is built up within the dry chemical tank. By leaving the immediate fire area, you protect
When the proper pressure is reached, the disc yourself from windblown flames, explosions or
breaks allowing the gas/dry chemical mixture to other dangers created by the fire.
flow to the nozzle(s) (7). The pressure at the
nozzle(s) causes the nozzle cap to pop off or Heat remaining from the fire could cause reigni-
the self-closing cap to open and the dry chemi- tion after the fire suppression system has dis-
cal to be discharged. charged. Because of this, it is important that
someone stand by, at a safe distance, with a
hand portable extinguisher. This standby should
be maintained until all possibility of reignition is
IN CASE OF FIRE! past.
When a fire starts, the way you react is very When a fire suppression system discharges,
important. As soon as you become aware of a there is considerable noise accompanied by
fire, do the following four things: clouds of dry chemical. While breathing foreign
particles is not pleasant, the agent FORAY is
1. Turn the machine off. non-toxic and exposure during a fire will not
harm you.
2. Quickly actuate the fire suppression system
by pulling the safety ring pin and pushing down
the plunger on the actuator. After the Fire is Out
Machinery should not be restarted until it has

been serviced and cleaned (water may be used
to remove the dry chemical). Immediately
recharge the fire suppression system. You
needed it once, you may need it again.
6120-s1
RECHARGE
1. Pull the ring on the safety relief valve to

relieve actuation pressure.
3. Get away from your machine. Take a hand
portable extinguisher along if you can. 2. Disconnect the actuation system hose at the
cartridge receiver/actuator assembly.
4. Stand by with the hand portable extin-
guisher. 3. Open the bursting disc union assembly.
4. Remove the dry chemical tank from its

bracket.
Results
5. Replace the ruptured bursting disc with the
If you leave the machine running, it may add new disc. FLAT SIDE OF DISC MUST FACE
006120-000 SHEET 2 OF 5
6-22-98
TANK. Verify that the proper disc is being used 18. Pull up the button on the dashboard actua-
by referring to this machine’s parts manual for tor(s) or the lever on the remote actuator(s) and
the part number. Assemble the bursting disc insert the ring pin.
union, wrench tighten.
19. Remove the spent cartridge.
6. Fill the tank to rated capacity with Ansul
FORAY dry chemical as specified on the name- 20. Obtain a new actuation gas cartridge and
plate. verify the proper part number by referring to this
machine’s parts manual. Weigh the new car-
7. Clean the fill opening threads and gasket, tridge. The weight must be within 1/4 ounce of
and the fill cap threads. Coat the gasket lightly the weight stamped on the cartridge.
with a good grade of high heat resistant grease.
21. Connect the actuation system hose at the
8. Secure the fill cap, hand tighten. cartridge receiver/actuator assembly, wrench
tighten.
9. Loosen the bolts(s) on the expellant gas car-
tridge bracket or remove the cartridge guard. 22. Attach a lead and wire seal to the ring pin
and actuation button or lever.
10. Unscrew and remove the empty expellant
gas cartridge. 23. Install new detection wire (Electric Systems).
11. Make certain that the puncture pin on the 24. Notify operating personnel suppression sys-
pneumatic actuator/cartridge receiver is fully tem is back in service and record date of
retracted. recharge.
12. Obtain a new expellant gas cartridge and

verify the proper part number by referring to this
machine’s parts manual. Weigh the new car- MAINTENANCE
tridge. The weight must be within 1/2 ounce of
the weight stamped on the cartridge. Daily Checks (Electric systems only)
13. Screw the fully charged expellant gas car- 1. Visually verify that the GREEN battery LED
tridge into the pneumatic actuator/cartridge is flashing once every three seconds (replace
receiver, hand tighten. the battery as required) and that no other LED
is flashing on the control module.
14. Secure the expellant gas cartridge assembly
in its proper position in the bracket with the car- 2. Check that the detection lines are secure
tridge retaining bolt(s) or return the cartridge and not damaged.
guard.
15. Return the tank to its bracket and secure it.

Monthly Checks (Electric and Manual sys-
16. Check all hose and fittings for mechanical tems)
damage. Replace any hose that has been
exposed to fire. To provide reasonable assurance that your fire
suppression system is charged and operable:
17. Check the nozzles for mechanical damage.
Clean them and install blow-off caps or silicone The following figures are keyed to the mainte-
grease. nance steps.
006120-000 SHEET 3 OF 5
6-22-98
1. Note the general appearance of the system 9. Check the nozzle openings -- slot on F-1/2
components for mechanical damage or corro- nozzle should be closed (capped) with silicone
sion. grease or covered with plastic blow-off cap
(4120).
2. Check the nameplate(s) for readability.
10. Remove the cartridge from the manual actu-
3. Remove the fill cap. ator(s), and examine the disc -- the seal should
be unruptured.
4. Make certain the tank is filled with free-flow-
ing Ansul FORAY dry chemical to a level of not 11. Return the cartridge to the manual actua-
more than 3 inches from the bottom of the fill tor(s) assembly, hand tighten.
opening.
12. Replace any broken or missing lead and
5. Secure the fill cap, hand tighten. wire seals and record date of inspection.
MONTHLY MAINTENANCE CHECKS Semi-Annual Checks (Electric and Manual

systems)
6120-s2 To provide maximum assurance that your fire

suppression system will operate effectively and
10 3 safely:
11 4
12 5
1. Perform the monthly maintenance proce-
dures.
2. Examine the fill cap gaskets for elasticity --

2 clean and coat lightly with a good grade of high
6 heat resistant grease.
7
3. Inspect the threads on the fill cap and in the

fill opening for nicks, burrs, cross-threading,
rough or feathered edges.
1 9
4. Check the pressure relief vent in the fill
8 opening threads for obstruction.
5. Engage the bursting disc union (wrench

6. Remove the expellant gas cartridge and tighten).
examine the disc -- the seal should be unrup-
tured.
NOTICE
7. Return the cartridge to the pneumatic actua- Overtightening can damage the bursting
tor/cartridge receiver, hand tighten and secure disc.
in the bracket.
6. Loosen the bolt(s) which restrain the car-
8. Check the hose, fittings and nozzles for tridge or remove the extinguisher cartridge
mechanical damage and cuts. guard assembly.
006120-000 SHEET 4 OF 5
6-22-98
7. Inspect the expellant gas cartridge assembly 13. Check the nozzle openings -- the slot should
for evidence of mechanical damage or corro- be closed (capped) with silicone grease or cov-
sion. ered with plastic blow-off cap.
8. Unscrew the cartridge from the pneumatic 14. Check the remote actuator -- remove the
actuator/cartridge receiver and weigh it. cartridge and weigh (replace if weight is 1/4
Replace if its weight is not within 1/2 ounce of ounce less than stamped on the cartridge).
the weight stamped on the cartridge. Inspect the threads on the cartridge and in the
actuator for nicks, burrs, cross-threading, rough
9. Inspect the threads on the cartridge and in or feathered edges. Check pressure safety vent
the pneumatic actuator/cartridge receiver for in actuator body for obstruction. Examine the
nicks, burrs, cross-threading, rough or feath- actuator cartridge gasket for elasticity -- clean
ered edges. and coat lightly with a good grade of high heat
resistant grease. Pull the ring pin and operate
the actuator button several times to check for
free movement.
SEMI-ANNUAL MAINTENANCE CHECKS
13 26
14
6120-s2
15
16
26
19
20
21
22
23
18
24 17
25
10. Check the pressure vent in the pneumatic

actuator/cartridge receiver for obstruction.
11. Examine the cartridge receiver gasket for

elasticity. Clean and coat lightly with a good
grade of high heat resistant grease. Return the
cartridge pneumatic actuator/cartridge receiver,
hand tighten.
12. Be sure the dry chemical tank is firmly

mounted in its bracket.
006120-000 SHEET 5 OF 5
6-22-98
006120-000 SHEET 6 OF 5
01-15-01
THREAD GREASE LUBRICATOR (015587-001)

ASSEMBLY
1. Assemble the drum cover to the pump as follows:
A.Remove the cover nut from the top of the pump.

Lift the air motor cover from the pump.
B.Remove the four screws holding cover bottom to

the pump outlet body.
15587-1e
C.Hold pump with pump outlet body resting securely
on the inner surface of the cover-bottom. Insert
end of pump tube through hole in drum cover. Line
up holes in the drum cover, cover-bottom and
pump outlet body.
2. Push the insert through follower with the small

cone of the wiper body facing up. Place the insert
retainer over the insert and align the holes on the insert
and insert retainer. Secure the assembly with four self
tapping screws.
3. Remove the drum top and insert the follower into

the drum against the surface of the lubricant.
4. Insert the pump into the lubricant drum.
A.Guide end of pump tube into the follower insert.
B.Lower the pump tube into the lubricant drum until the drum cover rests on the top bead of the drum.
5.Assemble the lubricant hose to the pump outlet body. Connections must be leakproof.
6. Replace air motor cover.
A.Place the cover over the airmotor and position it over cover-bottom.
B.Replace the cover nut on the pump stud to hold the airmotor cover securely in place.
C.Assemble the nipple and adapter through the hole in side of airmotor cover and into airmotor. This con-
nection must be leakproof.
7. Connect the air coupler to an air hose of sufficient length so the lubrigun can be used to cover the entire
lubrication area.
015587-001 SHEET 1 OF 1
10-15-09
DRILL MONITOR SYSTEM NOTE!

The click of the shutdown relay (SDR) contacts
(DMS) and the fuel system should be audible both ON
and OFF (DMS pins 20 and 21).
(015702-000)
Periodically a more comprehensive test should
The Drill Monitor System provides warning sig- be made to verify that the sensors actuate at the
nals to the operator or automatically shuts down proper settings and that disconnecting or
the machine (for critical out-of-limit conditions) grounding (depending on whether the sensor is
in the event that the monitored conditions are normally open or normally closed) a sensor will
not within safe limits. The system is provided indicate a fault.
with a thirty second delay for start up, a system
test push button, audible alarm, and a “first out” NOTE!
indication for shut downs. On machines equipped with an engine elec-
tronic control module (ECM), engine oil pres-
There are three different levels of fault sensing: sure and coolant temperature and flow are
monitored by the (ECM).
Level 1. Flashing amber light.
Level 2. Flashing amber light and audible SYSTEM TEST

alarm.
1. Before applying power to the monitor sys-
Level 3. Flashing red light, audible alarm, and tem, verify that all sensors are properly installed
machine shutdown. and that the wiring is correct.
The audible alarm can be silenced at any time 2. On the backs of the monitor panels -002 and
by means of a silence push button. The light will -003, ensure that DIP switches 1, 2, 5 and 8 are
continue to flash until the fault condition is in the ‘ON’ position. For machines equipped
cleared. Only one level three fault will be indi- with a low pressure compressor (100 psi - 6.9
cated at any one time (first out). This will allow bar), switch 12 should also be ‘ON’.
the cause of the shutdown to be easily deter-
mined. Level three faults can be converted to NOTE!
alarm only, if desired, by an external wiring On DMS panels 015702-002 and -003, the DIP
change. switch numbers correspond to the sensor con-
nected to the terminal labeled two digits higher
than the switch number. (The sensors con-
SYSTEM OPERATION nected to terminals 3, 4, 7 and 10 are ‘OPEN’
In the event of a machine shutdown, after the under normal conditions and terminal 14 is
problem is rectified, it is necessary to turn off ‘OPEN’ on machines with low pressure com-
the key switch at the start panel momentarily to pressors.)
reset the system and restart the 30 second time
delay to start the engine. 3. On the backs of the monitor panels -004 and
-005, ensure that DIP switches 3, 4, 7 and 10
The system operation should be checked once are in the ‘ON’ position. For machines equipped
per shift by turning on the key switch and wait- with a low pressure compressor (100 psi - 6.9
ing 30 seconds to verify that a shutdown fault is bar), switch 14 should also be ‘ON’.
indicated and that the fuel system is de-ener-
gized. 4. Turn the ignition key switch to ‘ON’ and ver-
ify that terminals 1 20 and 21 are +24 volts and
the engine fuel solenoid has energized. After 30
015702-000 Sheet 1 of 10
10-15-09
seconds in the ‘ON’ position; the ALTERNATOR B. Push ALARM SILENCE button -- alarm off.
light should illuminate, the alarm should sound, C. Reconnect wire -- light off.
the fuel solenoid should de-energize and the
following lights should illuminate: HYDRAULIC OIL TEMPERATURE
• COMPRESSOR OIL PRESSURE A. Disconnect wire M9 from terminal 9 --
• ENGINE OIL PRESSURE HYDRAULIC OIL TEMPERATURE light illumi-
• ENGINE COOLANT FLOW* nates and alarm sounds.
B. Push ALARM SILENCE button -- alarm off.
Push the ALARM SILENCE button. C. Reconnect wire -- light off.
5. Turn the ignition key switch to ‘OFF’ - then

back to ‘ON’, and push the LAMP TEST button.
All lights should illuminate. Release the button.
L
Repeat step 2 after 30 seconds. E
Compressor
Air Filter Alternator
V
6. Turn the ignition key switch to ‘OFF’. Con- E Engine
Air Filter
Engine
Coolant Level
nect jumper wires from terminals 13, 15 and 17 L
1 Compressor
to ground to prevent the timed shutdown from Fuel Level Separator
activating. Check the operation of each moni-
LAMP ALARM Hydraulic
tored point as follows: Oil Level
L
E Hydraulic
COMPRESSOR AIR FILTER V TEST SILENCE Oil Temp.
A. Connect a jumper wire from M3 to ground-- E

Hydraulic
L Oil Filter
COMPRESSOR AIR FILTER light illuminates. 2
B. Disconnect jumper wire -- light off.
ALARM
Power On Engine Oil
ENGINE AIR FILTER Temperature
A. Connect a jumper wire from M4 to ground -- L Compressor Engine

Air Temp. Oil Pressure
ENGINE AIR FILTER light illuminates. E
B. Disconnect jumper wire -- light off. V Compressor Coolant
Oil Pressure Temperature
E
L
Compressor
FUEL LEVEL inter-stage F°
Engine
Coolant Flow
A. Disconnect wire M5 from terminal 5 -- FUEL 3
LEVEL light illuminates.
B. Reconnect wire -- light off.
ENGINE COOLANT LEVEL

HYDRAULIC OIL FILTER PRESSURE
A. Disconnect wire M6 from terminal 6 --
A. Connect a jumper wire from M10 to ground --
ENGINE COOLANT LEVEL light illuminates.
HYDRAULIC OIL FILTER PRESSURE light illu-
B. Reconnect wire -- light off.
minates and alarm sounds.
COMPRESSOR SEPARATOR
C. Reconnect wire -- light off.
A. Connect a jumper wire from M7 to ground --
COMPRESSOR SEPARATOR light illuminates.
ENGINE OIL TEMPERATURE
B. Disconnect jumper wire -- light off.
A. Disconnect wire M11 -- ENGINE OIL TEM-
PERATURE light illuminates and alarm sounds.
HYDRAULIC OIL LEVEL
C. Reconnect wire -- light off.
HYDRAULIC OIL LEVEL light illuminates and
alarm sounds.
015702-000 Sheet 2 of 10
10-15-09
NOTE! ENGINE COOLANT FLOW *

The following tests will de-energize the engine A. Disconnect the temporary ground wire from
fuel solenoid. Reconnecting the wire should not terminal 17 -- ENGINE COOLANT FLOW light
cause the light to illuminate. It will be necessary illuminates, and alarm sounds and fuel solenoid
to turn the ignition key to ‘OFF, then ‘ON’ and off.
wait 30 seconds between the testing of each B. Push ALARM SILENCE button -- alarm off.
point. C. Reconnect wire -- light still illuminated.
D. Turn ignition key to ‘OFF’ then ‘ON’ -- light
COMPRESSOR AIR TEMPERATURE off.
A. Disconnect wire M12 from terminal 12 -- E. Reconnect the temporary ground wire.
COMPRESSOR AIR TEMPERATURE light illu-
minates, and alarm sounds and fuel solenoid ALTERNATOR
off. Verify the ALTERNATOR indicator light with the
B. Push ALARM SILENCE button -- alarm off. engine off by connecting a 12 volt supply to ter-
C. Reconnect wire -- light still illuminated. minal 18 -- the ALTERNATOR light should go
D. Turn ignition key to ‘OFF’ then ‘ON’ -- light off. To check the alternator light with the engine
off. running, disconnect wire M18 from terminal 18 -
E. Reconnect wire 12. - the light should illuminate.
If all the above conditions are met and all the
COMPRESSOR OIL PRESSURE sensors are operational, remove the ground
A. Disconnect the temporary ground wire from jumpers from terminals 13, 15 and 17.
terminal 13 -- COMPRESSOR OIL PRESSURE The engine can now be started. After starting
light illuminates, and alarm sounds and fuel the engine and the 30 second delay has
solenoid off. elapsed, make one final check by disconnecting
B. Push ALARM SILENCE button -- alarm off. one of the level three sensors and verify the
C. Reconnect wire -- light still illuminated. engine shutdown system and proper indication.
D. Turn ignition key to ‘OFF’ then ‘ON’ -- light (Wire M12, M13, M14, M15, M16 or M17.)
off.
E. Replace temporary ground wire.
ENGINE OIL PRESSURE *

A. Disconnect the temporary ground wire from
terminal 15 -- ENGINE OIL PRESSURE light
illuminates, and alarm sounds and fuel solenoid
off.
C. Reconnect wire -- light still illuminated.
off.
E. Replace temporary ground wire.
ENGINE COOLANT TEMPERATURE *

ENGINE COOLANT TEMPERATURE light illu-
minates, and alarm sounds and fuel solenoid
off.
C. Reconnect wire -- light still illuminated.
off.
015702-000 Sheet 3 of 10
10-15-09
015702-000 Sheet 4 of 10
10-15-09
Panel Part Numbers 015702-002 and -003
015702-000 Sheet 5 of 10
10-15-09
Panel Part Numbers 015702-004 and -005
015702-000 Sheet 6 of 10
10-15-09
DMS DIP SWITCH POSITION REFERENCE GUIDE
There are two DMS panel circuit board label designs. Part numbers 015702-002 and -003 use the
same design and do not have a circuit breaker. Part numbers 015702-004 and -005 are the same
design and include a circuit breaker. Both designs contain circuit board DIP switch settings that will
differ with model, engine and compressor options, and these switch positions are based on a RUN
condition.
Non-Circuit Breaker Panel DIP Switch Settings (015702-002 and -003)
Labeling
These circuit boards are labeled as follows:
•Input sensor selector DIP switches 1- 15
•ON (up) for N.O. input sensors
•OPEN (down) for N.C. input sensors
The following charts represent DMS - DIP switch positions based on history from 1991 to current
applications. Note the machine model, application and vintage for proper DIP switch positions.
Boxes 1 – 15 representing (O) as DIP switch positions relative to the type of level, temperature or
pressure switches used based on machine run modes for various equipment noted.
Low Pressure applications 1991 - 1996 engines with mechanical fuel system
D25KS/D240S/D245S, D40KS/D45KS/D50KS, D55SP, D60KS/D75KS
DIP 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
ON O O O O O O O O
OPEN O O O O O O O
High Pressure applications 1991 - 1996 engines with mechanical fuel system
D25KS/D245S, D40KS/D45KS, D55SP/D75KS
DIP 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
ON O O O O O O O
OPEN O O O O O O O O
Low Pressure applications 1996 to current electronic fuel systems

D25KS/D245S, D45KS/D50KS, D55SP/D75KS, DR460
DIP 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
ON O O O O O O O O O O
OPEN O O O O O
015702-000 Sheet 7 of 10
10-15-09
High Pressure applications 1996 to current electronic fuel systems

D25KS/D245S, D45KS, D55SP/D75KS
DIP 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
ON O O O O O O O O O
OPEN O O O O O O
Low Pressure applications 3508 MEUI fuel system

D90KS/D90KSP, 1190D/1190DSP
DIP 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
ON O O O O O O O O
OPEN O O O O O O O

DIP 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
ON O O O O O O O O O
OPEN O O O O O O
Low pressure applications with electric motor

1190E/1190ESP
DIP 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
ON O O O O O O O O O O
OPEN O O O O O
Switch Ratings (Panels 015702-002 and -003)
The following switch ratings are based on new component parts. The normal contact position is
without fluid, temperature or pressure. Refer to DMS - DIP switch positions relative to run mode.
1. Level sensors are normal open NO without fluid, close with fluid.
2. Temperature switches are normal closed NC and open with increasing temperature above
the specific rate.
3. Pressure switches are normal open NO and close with pressure above the specific rate, low
pressure allows switch to open.
Machine specific parts manuals contain switch locations and part numbers.
DMS groups 015802 and 020954 detail wire connection and switch locations.
015702-000 Sheet 8 of 10
10-15-09
Low Pressure applications

D25KS/D240S/D245S, D40KS/D45KS/D50KS, D55SP/D60KS/D75KS, DR460
TERMINAL / DIP ABBREVIATION DESCRIPTION CONTACTS RATING

SWITCH
3/1 CFP COMPRESSOR AIR FILTER PRESSURE NO 22 “ H2O
4/2 EFP1/EFP2 ENGINE AIR FILTER PRESSURE NO 22” H2O
5/3 EFL ENGINE FUEL LEVEL NO N/A
6/4 ECL ENGINE COOLANT LEVEL NO N/A
7/5 CSP COMPRESSOR SEPARATOR PRESSURE NO 10 PSI dP
8/6 HOL HYDRAULIC OIL LEVEL NO N/A
9/7 HOT HYDRAULIC OIL TEMPERATURE NC 215° F
10 / 8 HFP HYDRAULIC FILTER PRESSURE NO 22 PSI
11 / 9 EOT ENGINE OIL TEMPERATURE NC 250° F
12 / 10 CAT COMPRESSOR AIR TEMPERATURE NC 230° F
13 / 11 CIT COMPRESSOR OIL PRESSURE NO 35 PSI
15 PSI
14 / 12 CIT COMPRESSOR INTERSTAGE TEMPERATURE NO N/A
15 / 13 EOP ENGINE OIL PRESSURE NO N/A
16 / 14 ECT ENGINE COOLANT TEMPERATURE NO N/A
17 / 15 ECF ENGINE COOLANT FLOW NO 5 PSI
18 / none ALT ALTERNATOR CHARGE X 24 VDC
High Pressure applications

D25KS/D240S/D245S, D40KS/D45KS, D55SP/D75KS

SWITCH
14 / 12 CIT COMPRESSOR INTERSTAGE TEMPERATURE NC 250° F
015702-000 Sheet 9 of 10
10-15-09
Low Pressure applications Caterpillar 3508


SWITCH
13 / 11 COP COMPRESSOR OIL PRESSURE NO 35 PSI
15 PSI
15 / 13 EOP ENGINE OIL PRESSURE NO 35 PSI
16 / 14 ECT ENGINE COOLANT TEMPERATURE NO 230° F


SWITCH
13 /11 COP COMPRESSOR OIL PRESSURE NO 35 PSI
15 PSI
15 / 13 EOP ENGINE OIL PRESSURE NC 35 PSI
015702-000 Sheet 10 of 10
10-15-09
Low Pressure applications with electric motor

1190E/1190ESP

SWITCH
3 /1 CFP COMPRESSOR AIR FILTER PRESSURE NO 22 “ H2O
4/2 UV UNDERVOLTAGE NO - 10%
5/3 X X X X
6/4 RPH REVERSE PHASE SEQUENCE NO X
8/6 HOL HYDRAULIC OIL LEVEL NO X
11 / 9 MWT MOTOR WINDING TEMPERATURE NO 130° C
14 / 12 X X X X
15 / 13 MMF MOTOR MANAGER FAULT X X
16 / 14 HF HOUSE FAN X TRIP
17 / 15 X X X X
18 / none COF COMPRESSOR OIL FILTER NO 35 PSI
Reference data
Diesel applications 015802-001, -002, -003, -004, -005, -006
Electric applications 020954-001, -002
Circuit Breaker Panel DIP Switch Settings (015702-004 and -005)
Labeling
These circuit boards are labeled as follows:
•Input sensor selector DIP switches 3- 17
•Normally Open N.O. input sensors - Up
•Normally Closed N.C. input sensors - Down
The following charts represent DMS - DIP switch positions based on history from 1991 to current
applications. Note the machine model, application and vintage for proper DIP switch positions.
Boxes 3 – 17 representing (O) as DIP switch positions relative to the type of level, temperature or
pressure switches used based on machine run modes for various equipment noted.
Low Pressure applications 1991 - 1996 engines with mechanical fuel system
D25KS/D240S/D245S, D40KS/D45KS/D50KS, D55SP, D60KS/D75KS
DIP 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17
N.O. O O O O O O O O
N.C. O O O O O O O
015702-000 Sheet 11 of 10
10-15-09
High Pressure applications 1991 - 1996 engines with mechanical fuel system
D25KS/D245S, D40KS/D45KS, D55SP/D75KS
DIP 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
N.O. O O O O O O O
N.C. O O O O O O O O
Low Pressure applications 1996 to current electronic fuel systems

D25KS/D245S, D45KS/D50KS, D55SP/D75KS, DR460
DIP 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
N.O. O O O O O O O O O O
N.C. O O O O O
High Pressure applications 1996 to current electronic fuel systems

D25KS/D245S, D45KS, D55SP/D75KS
DIP 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
N.O. O O O O O O O O O
N.C. O O O O O O

DIP 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
N.O. O O O O O O O O
N.C. O O O O O O O

DIP 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
N.O. O O O O O O O O O
N.C. O O O O O O
Low pressure applications with electric motor

1190E/1190ESP
DIP 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
N.O. O O O O O O O O O O
N.C. O O O O O
015702-000 Sheet 12 of 10
10-15-09
Switch Ratings (Panels 015702-004 and -005)
The following switch ratings are based on new component parts. The normal contact position is
without fluid, temperature or pressure. Refer to DMS - DIP switch positions relative to run mode.
1. Level sensors are normal open NO without fluid, close with fluid.
2. Temperature switches are normal closed NC and open with increasing temperature above
the specific rate.
3. Pressure switches are normal open NO and close with pressure above the specific rate, low
pressure allows switch to open.
Machine specific parts manuals contain switch locations and part numbers.
DMS groups 015802 and 020954 detail wire connection and switch locations.
Low Pressure applications

D25KS/D240S/D245S, D40KS/D45KS/D50KS, D55SP/D60KS/D75KS, DR460
TERMINAL & DIP ABBREVIATION DESCRIPTION CONTACTS RATING

SWITCH
3 CFP COMPRESSOR AIR FILTER PRESSURE NO 22 “ H2O
4 EFP1/EFP2 ENGINE AIR FILTER PRESSURE NO 22” H2O
5 EFL ENGINE FUEL LEVEL NO N/A
6 ECL ENGINE COOLANT LEVEL NO N/A
7 CSP COMPRESSOR SEPARATOR PRESSURE NO 10 PSI dP
8 HOL HYDRAULIC OIL LEVEL NO N/A
9 HOT HYDRAULIC OIL TEMPERATURE NC 215° F
10 HFP HYDRAULIC FILTER PRESSURE NO 22 PSI
11 EOT ENGINE OIL TEMPERATURE NC 250° F
12 CAT COMPRESSOR AIR TEMPERATURE NC 230° F
13 CIT COMPRESSOR OIL PRESSURE NO 35 PSI
15 PSI
14 CIT COMPRESSOR INTERSTAGE TEMPERATURE NO N/A
15 EOP ENGINE OIL PRESSURE NO N/A
16 ECT ENGINE COOLANT TEMPERATURE NO N/A
17 ECF ENGINE COOLANT FLOW NO 5 PSI
18 - No DIP ALT ALTERNATOR CHARGE X 24 VDC
High Pressure applications

D25KS/D240S/D245S, D40KS/D45KS, D55SP/D75KS

SWITCH
015702-000 Sheet 13 of 10
10-15-09

14 / 12 CIT COMPRESSOR INTERSTAGE TEMPERATURE NC 250° F
015702-000 Sheet 14 of 10
10-15-09


SWITCH
15 PSI
15 / 13 EOP ENGINE OIL PRESSURE NO 35 PSI


SWITCH
13 /11 COP COMPRESSOR OIL PRESSURE NO 35 PSI
15 PSI
15 / 13 EOP ENGINE OIL PRESSURE NC 35 PSI
015702-000 Sheet 15 of 10
10-15-09
Low Pressure applications with electric motor

1190E/1190ESP

SWITCH
3 /1 CFP COMPRESSOR AIR FILTER PRESSURE NO 22 “ H2O
4/2 UV UNDERVOLTAGE NO - 10%
5/3 X X X X
6/4 RPH REVERSE PHASE SEQUENCE NO X
8/6 HOL HYDRAULIC OIL LEVEL NO X
11 / 9 MWT MOTOR WINDING TEMPERATURE NO 130° C
14 / 12 X X X X
15 / 13 MMF MOTOR MANAGER FAULT X X
16 / 14 HF HOUSE FAN X TRIP
17 / 15 X X X X
18 / none COF COMPRESSOR OIL FILTER NO 35 PSI
Reference data
Diesel applications 015802-001, -002, -003, -004, -005, -006
Electric applications 020954-001, -002
015702-000 Sheet 16 of 10
10-15-09
DMS Decal ISO Symbols (001880-456)
1. Restricted Compressor Air Filter Element

2. Restricted Engine Air Filter Element
3. Low Fuel Level
4. Alternator
5. Low Engine Coolant Level
6. Restricted Compressor Air/Oil Separator
Element
7. Test Lamp
8. Alarm Silence
9. Low Hydraulic Oil Level
10. Hydraulic Oil Temperature
11. Restricted Hydraulic Oil Filter Element
12. Power On
13. High Engine Oil Temperature
14. High Compressor Air Temperature
15. Low Compressor Oil Pressure
16. High Compressor Inter-Stage Temperature
(High Pressure Compressors)
17. Low Engine Oil Pressure
18. High Engine Coolant Temperature
19. Engine Coolant Flow
015702-000 Sheet 17 of 10
THE HUMAN BODY AND
ELECTRICAL SHOCK
GENERAL
Personnel safety should be the main concern

when working with any AC or DC electrical sys-
tem or circuit.
DESCRIPTION
Most circuits in any surface mine are of suffi-

cient voltage to overcome your body’s resis-
tance. Therefore the miner must be able to
recognize and avoid coming into contact with an
One milliampere (ma) is 1/1000 of an amp.
electrical source.
If a fellow worker becomes part of an electrical
When a person is electrocuted, he/she
circuit and cannot let go of the source, DO NOT
becomes the path of least resistance for the
rush over and grab him/her. You can become
electrical source to ground and in effect
part of the electrical shock as well. Instead, dis-
becomes a part of the circuit.
connect the power to the circuit. If this is not
possible, remove the person from contact by
Properly grounded equipment is the best way to
using something insulated to PUSH or PULL the
prevent electrical shock. Another effective
person away while protecting yourself.
means is insulation by means of rubber gloves
and boots, rubber mats, insulated platforms and
guards around cables.
! DANGER
Handling electrical equipment with wet
hands or while standing in water will cause
electrocution. Handle all electrical equip-
ment in a dry environment.
The killing factor in electrical shock is current.

Current is measured in amps and is determined
by voltage. Ordinary household appliances
require currents high enough to kill a person.
Current necessary to operate a 100 watt light
bulb is (eight 8) to (ten 10) times the fatal
amount. In the event of accidental electrical contact call
• 5 milliamp (safe) for help and apply the appropriate first aid mea-
sures.
• 8 milliamp (slight shock)
• 20 milliamp painful shock Federal law requires that any repair, installation,
• 50 milliamp (very painful shock) or testing of electrical equipment be done by or
• 100 milliamp (possible fatal shock) under the supervision of a qualified electrician.
Electrical Safety Page 3
All disconnecting devices must be tagged out of Appropriate ground fault management systems
service prior to work being performed. should be employed at the mine and made
available to the specific machine.
Follow any lock out and tag out procedures rec-
ommended by the mine site. Do not attempt to Sandvik urges that each miner responsible to
operate the equipment until all lockout devices perform maintenance or operating duties on a
are cleared by a shift supervisor(s). drill machine utilize the appropriate personnel
protective equipment - PPE deemed necessary
All persons performing maintenance work shall to perform the duties of the job or task assigned.
have a separate lock and signed tag connected
to the multi lock.
HIGH VOLTAGE AC or DC powered equipment

should be de-energized prior to and during
maintenance work performed on the electrical
system(s).
Only electricians specifically trained to work

with high voltage circuits should be permitted to
perform electrical maintenance.
Page 4
OHM’S LAW and ELECTRICAL CIRCUITS
Ohms Law
Ohms law expresses the relationship between the current (I), the voltage (E), and the resistance (R)
in a circuit. Ohms law can be expressed in three different ways and can be applied to the entire cir-
cuit or to any part of a circuit. When any two factors are known the third unknown factor can be cal-
culated from Ohms law.
I= E AMPERES = VOLTS
OHMS
R
E = IR VOLTS = AMPERES X OHMS
R= E OHMS = VOLTS
AMPERES
I
Ohms law is factored into the design of electrical and electronic systems. Specific components are
selected to meet the design essentials to make the components last for hours of maintenance free
operation.
Ohm’s Law Page 5

ELECTRICAL CIRCUITS
SERIES
PARALLEL
+ -
+ -
SERIES PARALLEL
G R
+ -
Page 6
FUNDAMENTALS OF CURRENT
Electrical current is the flow, or movement of
ELECTRICITY electrons. This movement can be compared to
the flow of water through a pipe. Without pres-
sure (voltage) the current will not flow. Electrical
GENERAL current is measured in amperes or “amps”.
Basic electrical terms mentioned in this training

module are common to the industry.
DESCRIPTION
The following terms apply to basic electric sys-

tems.
• VOLTAGE
• ELECTRONS
• RESISTANCE
• OHMS CURRENT = ELECTRON FLOW
• CURRENT
• AMPERES
RESISTANCE
Resistance is simply a restriction of current flow.
The following terms are common electrical sys-
Increasing resistance reduces current flow
tem tools used to diagnose electrical compo-
which can be detected by voltage decreases or
nents and the overall system performance:
loss in the electrical circuit. Electrical resistance
• VOLTMETER is measured in “ohms”.
• AMMETER
• OHMMETER
RESISTANCE CURRENT
In simple terms: “OHMS” “AMPS”
VOLTAGE
Voltage provides the electrical pressure, or
force that causes the current or electrons to
flow. The voltage is the difference in electrical
pressure between two points in a circuit. Electri-
cal voltage is measured in “volts”.
VOLTAGE = ELECTRICAL PRESSURE
Fundamentals of Electricity Page 7

MAGNETIC FIELD DIGITAL MULTIMETER
A magnetic field is produced when current is The Fluke 83V meter shown is a multimeter. It
forced through a conductor. The magnetic field has capability to measure AC and DC volts, mil-
and direction of flow are factors to consider livolts, amps, milliamps, ohms, diodes. Other
when using test equipment such as ammeters. features are frequency, capacitance, duty
cycles and temperature.
VOLTMETER
The voltmeter is used to measure the electrical
- pressure in the circuit. Analog and digital mod-
els are available. It is suggested to use the digi-
tal type.
+ In a DC circuit voltmeters are always connected

across (in parallel with) a part of the circuit.
TEST EQUIPMENT
The use of test meters is an invaluable and
essential aid in diagnosing troubles in an electri- VM
cal circuit. If values of voltage, current and
resistance are not measured with suitable test
meters, only a guess can be made as to what
type of defect exist in the circuit.
VOLTMETER
Voltmeters measure the difference in electrical

potential or pressure between the points where
the voltmeter leads are attached. Typical leads
are red for positive (+) and black for negative (-)
polarity.
Common 24 volt systems may read (0 - 32)

volts.
Common 12 volt systems may read (0 - 16)

volts.
AMMETER
The ammeter is used to measure the amount of
current flow. It is suggested to use a digital type
ammeter.
Ammeters generally require opening the circuit

so the ammeter can be connected in series to
measure the current flow.
Page 8
Coil Testing
When testing the coil resistance take note of the

AM meter reading. In Ohm mode a good coil will
register some reading such as 40 ohm as
shown by this meter. If the meter reading indi-
cates OL or some number less than the coil
spec a new coil is in order.
AMMETER
In a DC circuit amps and milliampere are two

common circuit flows.
OHMMETER
The ohmmeter is used to measure resistance in
the circuit.
Ohmmeters are connected across the unit or

portion of the circuit of which the resistance is to
be measured.
The ohmmeter has it’s own power source, usu-

ally a small battery or fuse which forces current
through the circuit to be measured. Make certain that the socket connector is
sealed from contaminants and the contact ter-
Never connect a ohmmeter to an external minals are clean and tight. Dirt, rust and loose
source of voltage. Battery, fuse or meter move- connections lead to interruptions in the electric
ment damage may occur. flow to the device resulting in erratic or intermit-
tent control.
Battery Specific Gravity Test
This test is performed with a hydrometer, which

is the most accurate hand held tool for deter-
mining the state of charge of a lead acid battery.
Fundamentals of Electricity Page 9

1. Draw electrolyte into the hydrometer a few
times so that the float reaches the same
temperature as the electrolyte. This will
increase the accuracy of your readings.
2. Hold the hydrometer vertically so that the

float is free and does not touch the inner
walls of the barrel.
3. Hold the hydrometer so that the liquid is

level in the barrel and at eye level.
4. When you draw the electrolyte, make sure

that the hydrometer is full.
5. Check each individual battery cell. If the spe-

cific gravity varies more than .050 or "50
points" among the cells while the battery is
at a 75% state of charge or above, then the
battery is bad and should be replaced. The
cells that have a specific gravity of 50 points
less than the highest cell are bad cells. A
hydrometer reading of 1.265 or greater at
80°F indicates a full charge for Interstate
batteries. To determine the battery's state of
charge, compare the hydrometer reading to
the Specific Gravity Chart.
6. To get the most accurate hydrometer read-

ing, you should adjust your hydrometer
reading according to the temperature. If the
electrolyte temperature is ABOVE 80°F ,
ADD .004 (called "four points") to the
hydrometer reading for each 10 degrees
above 80°F. If the electrolyte temperature is
BELOW 80°F, SUBTRACT four points from
the hydrometer reading for each 10 degrees
below 80°F.
Specific Gravity Specification
1.265 100%
1.225 75%
1.190 50%
1.155 25%
1.120 00%
Page 10
COMPONENT LOCATION
CRAWLER MACHINE GENERAL OVERVIEW

PVS*
LBS* WIV
TCS (DCTJB) APS RBS* CBS
MCS ECF CLO
MDS LRP CHI BAT*
FL1 CSP BDS*
ESS CFP ECL
DHP
PLP (MJB)
FRP
HWP FL2
VSS
EFL FL3
ACC
CAC
FL4-6
ESPB (LJB) LPS (EJB 2) EOT CIT (CJB 3) EFP
CAT LT LS
(CJB 1) COP
RRP - FFV - HFP BAT*
(TIJB) FOS - FVS - HOL CFP
BDS*
HVS --------- HOT
FRS
* - ALTERNATE LOCATIONS
FPS
(.) - JUNCTION BOXES
CIS
Crawler mounted machines use common elec- • replace corroded wire terminals
trical component locations. Asterisk * in the gen-
eral location drawing indicate alternate location. • replace corrosion inhibitors 015411-001
annually
Maintenance for electrical systems include: • maintain a good seal for the wire bundle
• learn the equipment electrical system prior entering the cab through the fire wall
to performing any electrical service • eliminate any wire harness contact points
• follow electrical safety guidelines respective that rub against hard surfaces
to company policy • maintain cab and engine control module
• keeping the junction box doors closed and braided ground strap
sealed from moisture • when applicable locate wire harnesses away
• periodic checks inside the junction box for from contaminating fluids, (oils and fuels)
terminal wire connections, tighten compo- • test each battery, battery cables and the
nents as needed charging system annually using approved
• clean inside junction box with low pressure test equipment and skilled personnel
dry compressed air
Component Location Page 11
OPERATOR CONSOLE OVERVIEW OPERATOR CAB POSITION
PITH BUZ
EDC
PLS RSM FLG
VSS LSW PL1-2 MLE MLD
CSW CFL CB1
LRL FRL RRL
CKE DIA
ESPB1 ESM CB8
WTG ATG
OPG VM
FFS
BMS
DMS KS BPS
POS SPB FPL
CB13
EPB IRS
MLS CB9
LTC VC*
RTC DPS
(TIJB) (CJB 1)
TIBP CB1-13
TPL TFS MR VC HIR INSIDE DOOR PANEL CAB JUNCTION BOX 1
CR1-4 TAR FSP
CRAWLER EQUIPMENT OPERATOR CONSOLE Circuit breaker 1 through 13 are common. Addi-
tional options may require extra circuit breakers.
RSM FG Confirm wire numbers with machine specific

electrical group and schematics.
ESM
Circuit breakers 015178-0 - - have a 0 to 30
VDC. Current capacity are 10, 15, 20, 25, 30,
35, 40, and 50 amp breaker. They are normal
closed and will open under high electric loads
ATG as well as electrical short circuits.
TB WTG
Each circuit breaker has a manual reset func-
VM tion. Inspect each circuit breaker individually as
OPG they are dedicated to specific circuits.
MLS
IRS Typical wire and applications:
EPB
SPB WIRE/SIZE APPLICATION

BPS
B 2/4/6/10 STARTING/SUPPLY
DMS* KS
L 10/14 NIGHT LIGHTING
OPERATOR STATION MONITORING K 10/14 AIR CONDITIONING
A 14/16 OPERATOR MONITORING
H 14 CAB ACCESSORIES
Page 12
WIRE/SIZE APPLICATION
E 14/16 12 VDC CONTROLS (EDC D90KS)
B 3/0 BATTERY POWER

A1
S 14/16 CAB STARTING ENGINE RUN A2
VC*
CIRCUIT PROTECTION D1
E1
M 14/16 (16) DRILL MONITOR SYSTEM (DMS)
R 14/16 MACHINE TRAM/DRILL FEATURES
J 14 OPERATOR FEATURES AND

OPERATING OPTIONS
TB
F 14/16 (16) MACHINE LEVELING DRILLING FFR LTR*
FEATURES/OPTIONS L3
D 14 COLD WEATHER OPTIONS
C 14 DRILL/PROPEL FEATURE*
R3
S1
C 14 DRILL AUTOMATION* MR
N 14/16 24/12 ACCESSORIES* G HIR TAR
P 14/16 24/12 ACCESSORIES*
T 14/16 (16) DEPTH COUNTER OPTIONS

LOWER RIGHT SIDE DRILL CONSOLE PANEL
G 3/0 2/4/6 BATTERY/ALTERNATOR GROUND
G 10/14/16 GROUND Machine features such as tram interloc, jack

brake tram interloc and rotary head - jack brake
There are some variations between machine interloc requires a junction box positioned in the
models. Verify wire and application with operator cab lower left side under the operator
machine specific electrical group and schemat- console.
ics.
Proximity switches, relays and a floor mounted
Electrical schematics and assembly drawings foot pedal enable the tram feature. The tram
are available for each model of blasthole interoc components have a power indicator and
machine. a bypass feature for diagnostic purpose.
Electric schematics are used in conjunction with

this manual for training purposes. Electric sche-
matics show all options available to the end
product. TIBP
Each machine is customer specific and may not

require all options available. When using electri-
cal schematics it will be necessary to under-
stand the machine specification. This is CR1 CR2 CR3 CR4
achieved by the machine serial number.
OPTIONAL TRAM INTERLOC JUNCTION BOX
Component Location Page 13

ENGINE POSITION COMPRESSOR POSITION
ESPB INSIDE COMPRESSOR JUNCTION BOX
TB
MCB
ACB
SMS1/SMS2 ESPB
ER/SDR
MCB
ACB
MAST AND COMPONENTS
TB
ENC
INSIDE ENGINE JUNCTION BOX 2

RHU
The engine junction box will support the engine

starting, engine run and circuit protection com-
HPP1
ponents.
The machine frame is the ground. All DC power

happens due to selected components having a
FCS
constant ground to the machine frame.
HPP2
SMS are magnetic solenoids that actuate with
key switched power from the starter push but- PPS
ton. One magnetic solenoid per engine starter. CIP FL2
The contacts allow battery current from B6 wire
to B3 and B4 wires to the engine starter sole-
noid. (MJB)
PLP
HWP
ACB is a circuit breaker from the engine sup- LOP
plied alternator. They are 105 amp or 80 amp LIP
rated and special application 175 amp. ROP
RIP
MLP
MCB is the main circuit breaker for the entire
machine supply current. If the main circuit
breaker opens all machine power is lost.
Wires from switches positioned inside the mast
should have power and ground contacts
brought back to the mast junction box or opera-
tor cab junction box for proper frame grounding.
Page 14
ELECTRONIC ENGINES Crawler mounted operator controls are a desk
type panel with hydraulic and electrical systems.
GENERAL CATERPILLAR APPLICATION
Sandvik blasthole drills use two quality engine

manufacturers:
• Caterpillar
• Cummins
Both suppliers provide service through compe-

tent world-wide distributor networks.
DESCRIPTION
The Sandvik blasthole drills require engine

horsepowers that both manufactures are capa-
ble of delivering.
Engines manufactured from 1993 to 1995 may

have been served with either the Woodward or
Barber Coleman type speed controls.
CUMMINS APPLICATION
In 1995 and early 1996 to present the engine
manufacturers converted to electronically con-
trolled engines with high pressure fuel systems
At present all of our blasthole equipment utilizes

electronic fuel systems.
Light indicators at the operator station allow the

operator a means to monitor the engine ECM. A
data link connection enables diagnostic test
equipment installation.
In the event that the check engine light is on

and the diagnostic indicator light is flashing the
operator should take appropriate measures.
Refer to engine data section of this manual or

the engine specific diagnostic code retrieval
specs.
Electronic Engines Page 15

Truck model equipment operator controls are a
verticle panel with hydraulic and electrical sys-
tems.
T25KW CATERPILLAR APPLICATION
DIAGNOSTIC
LIGHTS
Page 16
CATERPILLAR EUI ENGINE FUEL PRESSURE SENSOR
Monitors filtered fuel pressure following engine
DATA start from 0-690 kpa (0-100psi). With the engine
at operating temperature, typical fuel pressure
can vary from 310 kpa (45 psi) at low idle to 448
SENSOR DESCRIPTIONS kpa (65psi) at rated rpm. The fuel check valve is
designed to open between 413 and 438 kpa,
EUI = electronic unit injection fuel system. (60-65 psi) to control fuel pressure. The fuel
transfer pump has a internal relief valve
HEUI = hydraulic electronic unit injection fuel designed to open around 620 kpa (90 psi) This
system. valve will not be open during normal operation.
ATMOSPHERIC PRESSURE SENSOR INTAKE MANIFOLD AIR TEMPERATURE

Measures crankcase pressure 0-116 kpa or 0- SENSOR
17 psi (5vdc) Adjusts injection timing. High intake manifold
Atmospheric pressure sensing is used to temp warning diagnostic code is triggered at
reduce smoke emissions at high altitudes. 176° F (80° C). Very high temp warning diag-
nostic code is at 230° F (110° C).
BOOST PRESSURE SENSOR
Measures intake manifold pressure 20-340kpa OIL PRESSURE SENSOR
or 3-49psi (5vdc) Monitors oil pressure in the gallery following
Boost pressure is used to reduce smoke emis- engine start. Pressures from 0-690kpa or 0-100
sions during acceleration. psi. (5vdc)
COOLANT LEVEL SENSOR SPEED/TIMING SENSOR

Optional customer parameter selected. Determines both engine speed and fuel injec-
tion timing by magnetic sensor to camshaft con-
nection. Primary and secondary units apply
COOLANT TEMPERATURE SENSOR
(12vdc). If one sensor fails replace both units.
Mounted on water outlet housing measures the
temperature of the engine coolant. Coolant tem-
DIAGNOSTIC LAMP
perature sensing is used to determine a cold
Communicates engine status or operational
mode operation for 6 cylinder engines. In cold
problems. Two digit diagnostic codes are given
mode timing is advanced and fuel delivery is
with one-second pauses between code digits. A
limited. 3406E engines also have a three-cylin-
three-second pause occurs between codes.
der cutout feature during cold mode operation.
Additional diagnostic codes may follow after the
Cold mode operation is activated whenever the
3-second pause.
coolant temperature is below 63° F (17° C) and
the engine is not cranking. Cold mode remains
ETHER INJECTION SYSTEM
active until the coolant temperature rises above
The engine ECM controls the ether system to
63° F (17° C) or until the engine has been run-
improve the cold starting capability. The ECM
ning for 5 minutes.
uses the Coolant Temperature Sensor to control
ether injection. The ECM uses actual engine
FUEL TEMPERATURE SENSOR rpm to determine if ether should be injected.
Monitored to adjust fuel rate calculations and for The ether control logic assumes a “continuous”
fuel temp power corrections when fuel temps ether system is being utilized and the duration
exceed 86° F (30° C). Max power correction is of injection is a linear function of coolant tem-
at 158° F (70° C). Fuel temps exceeding 194° F perature. The automatic ether injection circuit
(90° C) for ten minutes log a diagnostic code. turns ON the relay driver when the following
conditions are met. The engine speed must be
Caterpillar Engine Data Page 17
between 30 rpm and 1500 rpm and the coolant
temperature is between –40° to +50° F (-40° to 3406E CATERPILLAR ENGINE SENSORS (RIGHT)
+10° C). The ether injection time is selected
from a linear relationship between these tem- SPECS
peratures. The end points of this function are –
40° F (-40° C) for 130 seconds, 50° F (+10° C)
for 15 seconds.
Manual ether injection can occur between 30

and 1500 rpm if the coolant temperature is
below 150° F (+60°C) for maximum time dura-
tion of 2 minutes. This function is a customer K
supplied override switch.
L
3406E CATERPILLAR ENGINE SENSORS (LEFT)

A J
B
C K COOLANT TEMPERATURE SENSOR

L OIL PRESSURE SENSOR
D
Troubleshooting the engine requires a skilled

engine technician familiar electronic fuel sys-
tems and the computer program Cat (ET)
E I Engine Technician.
F H
G
A check engine and diagnostic light installed on
A CUSTOMER CONNECTOR
B TOP SPEED/TIMING SENSOR the machine operator panel will enable active
C INLET AIR MANIFOLD PRESSURE SENSOR fault codes to be seen when they occur. The
D BOTTOM SPEED/TIMING SENSOR sequence of flashes represents the system
E FUEL PRESSURE SENSOR diagnostic message.
F FUEL TEMPERATURE SENSOR
G INLET AIR TEMPERATURE SENSOR
The first sequence of flashes represents the first
H TIMING CALIBRATION SENSOR
I ELECTRONIC CONTROL MODULE (ECM) digit of the diagnostic code. After a two second
J ATMOSPHERIC PRESSURE SENSOR pause a second sequence of flashes will occur
which represent the second digit of the diagnos-
tic code.
Active diagnostic flash codes may be displayed

with the engine running or with the ignition key
in the on position, engine off.
Operators should take appropriate measures

when a diagnostic light is flashing a two digit
code.
Page 18
FAULT CODES FLASH SHUT SCH
DESCRIPTION SER
CODE DOWN SER
65 HIGH FUEL TEMPERA- X

FLASH SHUT SCH TURE WARNING
DESCRIPTION SER
CODE DOWN SER
13 FUEL TEMPERATURE X
SENSOR OPEN CIRCUIT
72 CYLINDER 1 FAULT X
13 FUEL TEMPERATURE X
SENSOR SHORT CIRCUIT
63 FUEL FILTER RESTRIC- X
TION WARNING
63 HIGH FUEL PRESSURE
35 ENGINE OVERSPEED
74 CYLINDER 6 FAULT X WARNING
21 8 VOLT SUPPLY ABOVE X 34 LOSS OF SPEED TIMING X1 X

NORMAL SENSOR/ENGINE RPM
SIGNAL
21 8 VOLT SUPPLY BELOW X
NORMAL 62 LOW COOLANT LEVEL X
WARNING
47 IDLE SHUTDOWN OCCUR-
RENCE 21 5 VOLT SUPPLY ABOVE X
NORMAL
46 LOW OIL PRESSURE X X
WARNING 21 5 VOLT SUPPLY BELOW X
NORMAL
24 OIL PRESSURE SENSOR X
OPEN CIRCUIT 53 ECM ERROR/FAULT X
24 OIL PRESSURE SENSOR X 72 PERSONALITY MODULE X

SHORT CIRCUIT FAULT
46 VERY LOW OIL PRES- X X

SURE
Engines are factory programed to shutdown
25 BOOST PRESSURE READ- X under common Caterpillar switch parameters.
ING STUCK HIGH
25 BOOST PRESSURE SEN- X • high coolant temperature approximate range

SOR OPEN CIRCUIT
221° F (105° C)
25 BOOST PRESSURE SEN- X
SOR SHORT CIRCUIT
• water temp regulator fully open @ 208° F
64 HIGH INTAKE MANIFOLD
TEMP WARNING
X (98° C).
38 INTAKE MANIFOLD TEMP X • low oil pressure is dependent on engine idle
SENSOR OPEN CIRCUIT
speed, the approximate range is 32 psi @
38 INTAKE MANIFOLD TEMP X
1200 rpm and 43 psi @ 2000 rpm.
64 VERY HIGH INTAKE MANI-
FOLD TEMPERATURE
X • engine oil temperature should not exceed
239° F (115° C).
26 ATMOSPHERIC PRESS X
26 ATMOSPHERIC PRESS X
Additional reference materials:
SENSOR OPEN CIRCUIT
61 HIGH COOLANT TEMP X Caterpillar Electronic Troubleshooting Guide

WARNING
SENR 1012 and Troubleshooting manual SENR
27 COOLANT TEMP SENSOR X 1073 for industrial engines.
OPEN CIRCUIT
27 COOLANT TEMP SENSOR X

SHORT CIRCUIT
Caterpillar 3406E Industrial engine, Systems
Operation Testing and Adjusting manual SENR
61 HIGH COOLANT TEMPER- X
ATURE WARNING 1067 has necessary information for trouble-
51 INTERMITTENT BATTERY X
shooting and maintaining the engine systems.
Caterpillar Engine Data Page 19

C15 and C16 model engines have replaced Event Codes
3406E models on blasthole equipment.
Events refer to engine operating conditions
C15 C16 CATERPILLAR ENGINE SENSORS
such as low oil pressure or high coolant temper-
ature. Logged events usually indicate a
C D E F mechanical problem instead of electronic sys-
B G tem problem.
FLASH DESCRIPTION OF CODE

A CODE
35 ENGINE OVERSPEED WARNING
H 46 LOW OIL PRESSURE WARNING
46 LOW OIL PRESSURE DERATE
46 LOW OIL PRESSURE SHUTDOWN

I 61 HIGH ENGINE COOLANT
J
TEMPERATURE WARNING
L K
61 HIGH ENGINE COOLANT
A SECONDARY SPEED TIMING SENSOR TEMPERATURE DERATE
B INLET MANIFOLD BOOST PRESSURE SENSOR
C CUSTOMER CONNECTOR 61 HIGH ENGINE COOLANT
D ELECTRONIC GROUND STUD TEMPERATURE SHUTDOWN
E FUEL PRESSURE SENSOR
62 LOW ENGINE COOLANT LEVEL
F FUEL TEMPERATURE SENSOR
WARNING
G INLET MANIFOLD TEMPERATURE SENSOR
H TDC PROBE CONNECTOR 63 FUEL FILTER RESTRICTION DERATE
I ELECTRONIC CONTROL MODULE
J ENGINE OIL PRESSURE SENSOR 63 FUEL FILTER RESTRICTION WARNING
K ATMOSPHERIC PRESSURE SENSOR
63 HIGH FUEL PRESSURE
L PRIMARY SPEED TIMING SENSOR
64 HIGH INLET TEMPERATURE DERATE
The difference between 3406E and the C15, 64 HIGH INLET TEMPERATURE WARNING
C16 and C18 model engines on Sandvik blast- 65 HIGH FUEL TEMPERATURE DERATE
hole application machines is that the ‘C’ series
65 HIGH FUEL TEMPERATURE WARNING
engines monitor fuel pressure and coolant level.
Contact Sandvik technical support in relation to

field upgrades from 3406E to ‘C’ series engines.
Page 20
3408E - 3412E FAULT CODES FLASH SHUT SCH
DESCRIPTION SER
CODE DOWN SER
25 BOOST PRESSURE SIG- X

FLASH SHUT SCH NAL OPEN SHORT TO +
DESCRIPTION SER BATTERY
CODE DOWN SER

NAL SHORT TO GROUND
SENSOR OPEN CIRCUIT
74 CYLINDER 4 FAULT X SENSOR SHORT CIRCUIT
75 CYLINDER 5 FAULT X 26 ATMOSPHERIC PRES- X

SURE SIGNAL OPEN/
76 CYLINDER 6 FAULT X SHORT + BATTERY
77 CYLINDER 7 FAULT X 26 ATMOSPHERIC PRES- X

SURE SIGNAL SHORT TO
78 CYLINDER 8 FAULT X GROUND
81 CYLINDER 9 FAULT X 27 COOLANT TEMP SIGNAL X

OPEN/SHORT TO + BAT-
82 CYLINDER 10 FAULT X TERY
83 CYLINDER 11 FAULT X 27 COOLANT TEMP SIGNAL X

SHORT TO GROUND
37 FUEL TEMPERATURE SIG- X
13 FUEL TEMPERATURE X NAL OPEN/SHORT TO +
BATTERY
14 INJECTION ACTUATION X
PRESSURE CONTROL 37 FUEL TEMPERATURE SIG- X
VALVE OPEN CIRCUIT NAL SHORT TO GROUND
14 INJECTION ACTUATION X OIL TEMP SIGNAL OPEN/ X

PRESSURE CONTROL SHORT TO + BATTERY
VALVE SHORT TO
GROUND OIL TEMP SIGNAL SHORT X
TO GROUND
17 BATTERY VOLTAGE X
34 LOSS OF PRIMARY X
21 ANALOG SUPPLY OPEN/ X SPEED/TIMING SIGNAL
SHORT TO GROUND
34 PRIMARY SPEED/TIMING X
21 ANALOG SUPPLY SHORT X SIGNAL OPEN/SHORT TO
TO + BATTERY + BATTERY
21 DIGITAL SUPPLY SHORT X 34 PRIMARY SPEED/TIME- X

TO + BATTERY ING SIGNAL ABNORMAL
21 DIGITAL SUPPLY SHORT X 34 LOSS OF SECONDARY X

TO GROUND SPEED/TIMING SIGNAL
22 INJECTION ACTUATION X 34 SECONDARY SPEED/ X

PRESSURE SIGNAL OPEN/ TIMIMG SIGNAL OPEN/
SHORT TO + BATTERY SHORT TO + BATTERY
22 INJECTION ACTUATION X 34 SECONDARY SPEED/TIM- X

PRESSURE SIGNAL ING SENSOR SHORT TO
SHORT TO GROUND GROUND
42 ATMOSPHERIC SPRES- X 37 FUEL PRESSURE SIGNAL X

SURE SENSOR CALIBRA- OPEN SHORT TO + BAT-
TION TERY
42 SPEED/TIMING SENSOR X 37 FUEL PRESSURE SIGNAL X

CALIBRATION SHORT TO GROUND
42 BOOST PRESSURE SEN- X 53 INTERNAL ECM FAULT X

SOR CALIBRATION
24 OIL PRESSURE SIGNAL

OPEN/SHORT + BATTERY
X If an engine misfires and a loss of power occurs
a fault code should be displayed on the opera-
24 OIL PRESSURE SIGNAL X
SHORT TO GROUND tors panel. This situation may require machine
shutdown and diagnostic tools to be attached to
NAL ABOVE NORMAL the ECM for analysis.
Caterpillar Spec Suppliment Page 21
Engines are factory programed to shutdown 11. tc probe connector
under common Caterpillar switch parameters.
12. electronic control module (ECM)
• high coolant temperature approximate range
13. coolant flow switch connector
• water temp regulator fully open
14. injection actuation pressure sensor
• low oil pressure is dependent on engine idle
speed, the approximate range is 32 psi @ 15. turbocharger outlet pressure sensor
1200 rpm and 43 psi @ 2000 rpm.
• engine oil temperature should not exceed Event Codes
3408E and 3412E HEUI fuel systems Events refer to engine operating conditions
such as low oil pressure or high coolant temper-
ature. Logged events usually indicate a
mechanical problem instead of electronic sys-
tem problem.
FLASH DESCRIPTION OF CODE

CODE
21 HIGH INJECTOR ACTUATION PRES-
SURE
35 ENGINE OVERSPEED WARNING
37 LOW FUEL PRESSURE WARNING
46 LOW OIL PRESSURE WARNING
46 LOW OIL PRESSURE SHUTDOWN
61 HIGH ENGINE TEMPERATURE WARN-

ING
3408E - 3412E SERIES 61 HIGH ENGINE TEMPERATURE SHUT-
DOWN
1. cylinder head grounding stud 62 LOW ENGINE COOLANT WANING
2. customer connector with Sandvik wires

Additional reference materials:
3. injection actuation pressure control valve
Caterpillar operation and maintenance manual
4. oil temperature sensor SEBU6960-003 and SEBU6960-04.
Caterpillar Electronic Troubleshooting Guide
5. oil pressure sensor
SENR 1012 and Troubleshooting manual SENR
6. atmospheric pressure sensor 1073 for industrial engines.
7. secondary speed/timing sensor
8. fuel temperature sensor
9. primary speed/timing sensor
10. coolant temperature sensor
Page 22
CUMMINS QSK19 SERIES result in a power loss condition. The failure
must be repaired as soon as convenient.
CELECT ELECTRONIC
Cummins engine protection system monitors
CONTROLS the QSK series engines for:
DESCRIPTION • High coolant temperature

Cummins engines detect two types of fault
codes. • Low coolant level (optional)
There are engine electronic fuel system fault • Low coolant pressure
codes and engine protection system fault
codes. • High fuel temperature
All fault codes recorded will either be • High intake manifold temperature
• active (fault code is presently active on • Low/very low oil pressure

engine) or
• High blow by pressure
• inactive (fault code was active at some time,
but is not presently active). SENSORS POSITIONED ON THE ENGINE
QSK CUMMINS ENGINE SENSORS (LEFT)
Active fault codes may be read using the check C D
engine (amber) and diagnostic light (red) on the B
drill console. Inactive fault codes may be read
with a laptop only. A
To check for active fault codes:

E
• Turn the key switch to the off position.
• Move the diagnostic switch to the on posi-

tion.
• Turn the key switch to the on position.
• If active fault codes are available the check G

F
engine light will begin flashing a three digit
code with one second pauses between dig-
A COOLANT TEMPERATURE SENSOR
its. B OIL PRESSURE SENSOR
C INTAKE MANIFOLD TEMPERATURE SENSOR
The lights will remain off during normal engine D INTAKE MANIFOLD PRESSURE SENSOR
operation. E ENGINE SPEED SENSOR
F AMBIENT AIR PRESSURE SENSOR
• Red light on while engine is running, stop G ENGINE CONTROL MODULE
the engine in a safe manner as soon as pos-
sible. This fault may be engine disabling.
Some external components will be at different
• Amber light on the engine can still be run but locations for different engine models.
may loose some system features which may
Cummins Engine Data Page 23
QSK CUMMINS ENGINE SENSOR (RIGHT)
I H
H COOLANT PRESSURE SENSOR

I STARTER MOTOR
Troubleshooting the engine requires a skilled

engine technician familiar with electronic fuel
systems.
Three lights positioned on the machine operator

panel will enable active fault codes to be seen
when they occur. The sequence of flashes rep-
resents the system diagnostic message.
The first sequence of flashes represents the first

digit of the diagnostic code. There will be a 1
second pause between flashes. Codes are in a
three digit numeric sequence.
Diagnostic retrieving may be performed using

the toggle switch labeled increment/decrement.
Page 24
FAULT CODES FAULT
DESCRIPTION EFFECT
CODE
FAULT 452 FUEL PRESSURE SENSOR - COMPONENT RED LIGHT

DESCRIPTION EFFECT
CODE SHORT LOW (< 0.15 VDC)
111 ELECTRONIC CONTROL MODULE - MEM- RED LIGHT 554 FUEL PRESSURE SENSOR - IN RANGE AMBER LIGHT
ORY FAILED FAILURE (< 0.50 / > 1.83 VDC)
115 ENGINE SPEED SENSOR - BOTH SIGNALS RED LIGHT 555 HIGH BLOW BY PRESSURE ENGINE PRO-
LOST SHUTDOWN ( > 14.5 IN H2O) TECTION
122 BOOST PRESSURE SENSOR - COMPO- AMBER LIGHT 719 BLOW BY PRESSURE SENSOR - COMPO- AMBER LIGHT
NENT SHORT HIGH (> 4.72 VDC) NENT SHORT HIGH ( > 4.94 VDC)
123 BOOST PRESSURE SENSOR - COMPO- AMBER LIGHT 729 BLOW BY PRESSURE SENSOR - COMPO- AMBER LIGHT
NENT SHORT LOW ( < 0.33 VDC) NENT SHORT LOW ( < 0.29 VDC)
135 OIL PRESSURE SENSOR - COMPONENT AMBER LIGHT

SHORT HIGH ( > 4.88 VDC) Reference material Quantum wiring diagram
141 OIL PRESSURE SENSOR - COMPONENT AMBER LIGHT bulletin no. 3666133-02, Operator and mainte-
SHORT LOW (< 0.31 VDC) nance manual QSK19 series engine bulletin no.
143 OIL PRESSURE SENSOR - DATA BELOW ENGINE PRO- 3666120-02 (publication 020235-000)
NORMAL RANGE TECTION
144 ENGINE COOLANT TEMP SENSOR - COM- AMBER LIGHT

PONENT SHORT HIGH ( . 4.95 VDC)
145 ENGINE COOLANT TEMP SENSOR - COM- AMBER LIGHT

PONENT SHORT LOW ( < 0.21 VDC)
151 ENGINE COOLANT TEMP SENSOR - DATA ENGINE PRO-

ABOVE NORMAL ( 212° f 100° c) TECTION
153 iNTAKE MANIFOLD TEMP SENSOR - COM- AMBER LIGHT

PONENT SHORT HIGH ( > 4.88 VDC)
154 INTAKE MANIFOLD TEMP SENSOR - COM- AMBER LIGHT

155 INTAKE MANIFOLD TEMP SENSOR - DATA ENGINE PRO-

ABOVE NORMAL (220° f 104° c) TECTION
221 AMBIENT AIR PRESSURE SENSOR - COM- AMBER LIGHT

PONENT SHORT HIGH (> 4.78 VDC)
222 AMBIENT AIR PRESSURE SENSOR - COM- AMBER LIGHT

234 ENGINE SPEED - DATA ABOVE NORMAL RED LIGHT
254 FUEL SHUT OFF VALVE - COMPONENT RED LIGHT

SHORT LOW ( < 17 VDC)
261 FUEL TEMPERATURE SENSOR - DATA ENGINE PRO-

ABOVE NORMAL ( > 160° f 71° c) TECTION
263 FUEL TEMPERATURE SENSOR COMPO- AMBER LIGHT

NENT SHORT HIGH ( > 4.94 VDC)
265 FUEL TEMPERATURE SENSOR COMPO- AMBER LIGHT

NENT SHORT LOW ( < 0.21 VDC)
343 ELECTRONIC CONTROL MODULE - INTER- AMBER LIGHT

NAL COMMUNICATOR ERROR
346 ELECTRONIC CONTROL MODULE - AMBER LIGHT

POWER ERROR
415 OIL PRESSURE SENSOR - DATA INDI- ENGINE PRO-

CATES VERY LOW OIL PRESSURE TECTION
441 BATTERY VOLTAGE UNSWITCHED - DATA AMBER LIGHT

BELOW NORMAL (12VDC)
442 BATTERY VOLTAGE UNSWITCHED - DATA AMBER LIGHT

ABOVE NORMAL (38 VDC)
451 FUEL PRESSURE SENSOR - COMPONENT RED LIGHT

SHORT HIGH ( > 4.78 VDC)
Cummins Engine Data Page 25

Page 26
ELECTRIC SCHEMATIC SYMBOLS
(TYPICAL SYMBOLS USED ON BLASTHOLE DRAWINGS)
THERMAL OVERLOAD
FUSE (BREAKER) CIRCUIT BREAKER
PUSH BUTTON (N.O.) PUSH BUTTON (N.C.) SWITCH (N.O.)
PRESSURE SWITCH (N.O.) TEMPERATURE SWITCH (N.C.) LEVEL SWITCH (N.C.)
FLOW
FLOW SWITCH (N.O.) DIODE RHEOSTAT
ALTERNATOR/
BATTERY (MOTOR/ GENERATOR)
GAUGE
VARIABLE
LIMIT SWITCH (N.O.) LIMIT SWITCH (N.C.) RESISTOR
Electrical ISO Symbols Page 27

COIL SOLENOID LIGHT
CONTACT (N.O.) CONTACT (N.C.) GROUND
PLUG & SOCKET COIL (INDUCTOR) CAPACITOR
E E
I= E = IR R=
R I
I = AMPERES E = VOLTS R = OHMS
SOLID WIRE
STRANDED WIRE
Page 28
CIRCUIT SCHEMATICS • Starter solenoids, one for each starter motor
(STS).
• 50MT starter motors one or two depending

GENERAL on operating condition. (STR) Pre-lube type
starter motors are available for special oper-
Sandvik blasthole equipment uses common ating conditions.
electrical components and similar design cir-
cuits.
B1 BAT
DESCRIPTION BDS
B1
This section will show specific systems that are C B2
C
ACB ALT
currently used across the product line.
STR
B1
When ever possible the wire number will be
shown in this section training schematics. If the
MCB
SMS B3 STS
wire number is not shown the circuit is not com-
C
mon across the product line.
Blasthole charging and starting circuits consist C B6
of the following components: CC A1

CB KS MR
• 2 - 12 volt batteries in series to enable a 24
MR
volt circuit. (BAT, BDS, RS)

LTC RTC TAR
• Alternators are 75, 100 and 175 amp capac- B7 CC S1 S3
(
ity, with circuit protection. (ALT, ACB) CB
• Main circuit breaker enables 80, 105 or 180

amp overload protection. (MCB)
• Key switch that enables operator monitoring

BPS SPB SMS
and main relay power for the machine run
mode. (KS) B7 R3
CC R1
• Neutral safety switches interrupt the start CB TAR TA
mode if propel levers are off neutral. (LTC, G
RTC)
• Bypass and start push buttons allow the CHARGING AND STARTING CIRCUIT
machine operator starting control. (BPS,
SPB)
The components in this charging and start cir-
• Manual ether injection for cold weather start- cuit are positioned on the engine, in the engine
ing. Engine parameters enable or interrupt junction box (EJB2), in the operator cab (CJB1)
this feature. (EPB) and operator panel (OPJB).
• Starter magnetic switches, one for each Maintain the battery and charging system and
starter motor circuit. (SMS) related cables per 250 hour service instructions.
Circuit Schematics Page 29

The specific gravity of the batteries should be
checked between seasons. Ambient conditions
NEUTRAL SAFETY AND TRAM ALARM
will effect battery capacity when a load is
induced. LTC RTC TAR
CB
C
C
Battery life may be affected by:
BPS
• dirt
• corrosion
• frayed cables SPB SMS
• overfilling CB
CC
• loose hold down
TAR ALM
• cell connector corrosion
• sealing compound defect
• cracked cell cover Neutral safety switches are a component of all
• cracked case tram control levers.
• low electrolyte
Cable operated tram levers have the neutral
switches positioned on the center cam frame
Battery test equipment includes a hydrometer.
and a square pin is positioned on the rotating
When possible maintain battery electrolyte in a
cam of the same lever.
1.270 specific gravity range.
This may be achieved with 64% H2O and 36% PROPEL NEUTRAL
acid H SO. Use distilled water as the filling solu- SWITCH (5) AND
CONTACT PIN (F)
tion.
When replacing a battery cable, cut the cable

length as short as possible and route as direct
as allowable. Avoid sharp turns and bending.
Pre-lube starter may be fitted to the engine for

cold weather operating conditions. The starter
solenoid operates a gear pump. Engine oil will
circulate through the engine block to a normal
closed 4 psi (.3 bar) oil pressure switch.
When the start button is actuated prelube will

occur until engine oil pressure opens the switch.
There will be a two second pause prior to
engine start mode.
Neutral safety and tram alarms are manda-

tory for crawler mounted drill machines. Due to
the cable or electronic controls that command
pump displacement a safety interlock is placed
on the left and right tram controls that will inter- Electronic tram controls have a microswitch
rupt the machine starting system. positioned on the frame near the rotating cam.
Page 30
Due to operating conditions and operator com- Operators select the feed override mode. The
fort drill machines may be fitted with specific sequence shall start with the feed pump in neu-
electrical systems. tral
These options are a mix of proximity switches, • apply the pressure override toggle switch
magnetic switches, control relays, and hydraulic • move the feed control valve to the hoist posi-
solenoid valves. tion
The following will be the most common options • select the appropriate feed pump speed with
fitted to machine applications. the feed pump control
• Feed override (POS, FRS, FOS) Note!
• Fast feed (FFS) When stopping the feed system the feed speed
must be slowed prior to centering the feed con-
• Tram interlock (TFS, PVS, LBS, RBS) trol valve or switching the pressure override
switch.
• Head/jack/brake interlock (LRP, RRP, FRP,
RHU, CR1-4, PVS, LBS, RBS)
• Head loader interlock (FCS, PLP, HIR, FVS)
Options listed are customer specific. These

options may be fitted to machines in the field by
competent mechanical persons. Installations
may require minor welding common hand tools,
basic hydraulic and electrical system experi-
ence. POS
Feed override
The feed override operating principal is to

enable maximum feed pump pressure when
retracting drill pipe from a drilled blasthole. The hydraulic valves are situated inside the
hydraulic cabinet lower left side corner.
Dependant on the type of feed pump the maxi-
mum pressure allows the pump to be controlled
from 0 through it’s specific output flow rate when
maximum pressure is achieved.
FRS
CB POS FRS FOS FOS

C
C
G
FEED OVERRIDE SYSTEM

The hydraulic systems for feed vary slightly
between machine applications. This example
shows the most common open loop application. FFS
OPEN LOOP FEED SYSTEM
*FVS
*CIS
FOS
The sequence for fast feed operation shall be
• select the feed control handle to the down

It is preferred that the feed override solenoid be position
added after the remote pressure control valve in
open loop piston pump applications. • set the feed pump control to the desired
speed value from zero through full control
Confirm feed override solenoid placement on forward
D25KS, D245S and all 90 series machines.
• actuate the thumb control for fast feed
Fast feed • release the thumb control to resume normal
feed speed
Fast feed is a systems designed to increase the
feed cycle time when extending the feed cylin- • center the feed pump control to slow the
der(s) and lowering the rotary head for multi- feed system when preparing to stop or
pass drilling applications. change directions
Operators select this feature with a thumb con- • place the feed control handle in the center
trolled switch attached to top of the feed control position
handle.
Do not use fast feed with drill pipe connected to
Note! the rotary head.
The application shall be used to lower the rotary
head when it is empty of drill pipe. SINGLE OR DUAL
CYLINDERS
FFS FFI
CB FFV
w
C
C
COOLING
FAST FEED SYSTEM FAN SYSTEM
FFV PILOT
FAST FEED
REGEN
Page 32
Tram interlock(s) • operate the tram control levers (LTC/RTC)
forward or reverse as needed
Crawler mounted equipment that are subjected
to varying ground terrains may require a sec- • center the tram control levers to neutral posi-
ondary operator control as a safety feature. tion to stop the machine travel
• step off the tram foot switch

In the drill machine applications the terms dead-
man and tram interlocks refer to the secondary When stepping on the tram foot switch 24 VDC
operator control system. power will energize the pump vent solenoid and
when applicable the left and right brake sole-
Most often the tram interlock is a combination of noids.
electrical and hydraulic valves that enable the
propel pump and final drive brake systems to As the solenoid coils energize the hydraulic
operate when conditions are correct. spools move, propel pump main pressure is
blocked and the servo pressure can release the
Components of the tram interlock consist of track brake enabling the tram mode.
• pump vent solenoid
Tram foot switches and terminal contact pins
• left brake solenoid* are subject to corrosion from work shoes and
environmental conditions. Clean or replace ter-
• right brake solenoid* minal contacts and wire ends as needed.
• tram foot switch*
• tram interlock junction box*
• control relays*
• proximity switches
LTC RTC
Tram interlock may be a basic system or addi-
tional relays and switches may be attached for
added machine component safety
TIJB
PVS
TFS
LBS
TFS
RBS
Applications used with leveling jacks may be

DEADMAN/TRAM INTERLOCK jack/brake interloc.
Applications used to protect drill pipe and level-

The sequence of operating the basic tram inter-
ing jacks may be head/jack/brake interloc.
lock system
• step on the tram foot switch (TFS)

A tram interlock junction box supports 4 control Hydraulic systems that use independent propel
relays, terminal strips a power light and bypass pumps need to supply servo oil to the track
switch. brake and deadhead system pressure to enable
the machine tram mode.
Control relays are connected in series with lev-
eling jack proximity switches and a rotary head
position switch. The bypass feature may be LBS
used during system diagnostic or troubleshoot-
T T
PROPEL Z P A
ing. PUMP
T
w
V
BRAKE
PVS PVS P
T T T
w
T T
A B
TFS
24 VDC POWER IN
LBS Tram interlocks may be configured differently

RBS
according to machine model and machine
options. Confirm machine specific serial number
to verify exact electrical and hydraulic connec-
All leveling jacks shall be in the retracted positions.
tion and the rotary head shall be up or near the
crown of the mast to enable tram interloc. Specific to D25KS and D245S machines the
electrical system is powered through the drill
With head/jack/brake interloc the sequence of propel selector switch.
operating remains the same as long as the
head and jacks are up. DPS D25KS/D245S TRAM INTERLOC
CR4
PVS TIBP
TFS
TPL
LBS
CR
PVS
RBS
TIBP TFS
TPL
JACK/BRAKE INTERLOC
HEAD/JACK/BRAKE INTERLOC Hydraulic systems that use dual purpose pumps
(propel/drill functions) do not supply servo oil to
Page 34
the track brake meaning brake solenoids are The proximity switch black output wire actuates
not required. The pump vent solenoid has to a control relay circuit that enables or disables
deadhead system pressure to enable the the hydraulic system feed pump pressure.
machine tram mode.
LLS
V PLS
HIR
FCS
PVS P T
T T
w
T T
A B
RLS
TFS FVS
24 VDC POWER IN
DPS
*HVS
If electrical systems cannot apply the hydraulic
components the hydraulic system may be termi- HEAD/LOADER INTERLOC
nated momentarily for diagnostic purpose. Pres-
sure type #4 series hydraulic caps, plugs and The left and/or right loader switch are normal
unions are required. closed until it senses metal. Upon sensing metal
the loader proximity switch goes open. The FCS
Head loader interloc feed carrier switch and HIR head interloc relay
are not energized.
A feature to protect the rotary head from con-
tacting drill pipe loaders is referred to as head When the feed vent solenoid becomes ener-
loader interloc. gized via loader proximity switch and head inter-
loc relay, hydraulic pressure through the feed
Proximity switches are place in the mast frame, vent solenoid vents feed pump pressure to
one for each drill pipe loader. The loader bottom drain.
section seat plate will make contact with the
proximity switch. Proximity switches are mag-
netic sensing and offer a LED light to check FVS
sensitivity.
T T
Sensing distance is 3/8 inch (10mm). Wire V

w
length may be cut to fit the application. Deutch

connectors are used to connect switches into PRESSURE
CONTROL
the wire harness.
w
Proximity switches have three 18 gage wires.

One each brown power in, black output to relay w
T T
or control and blue ground. FOS X OPEN LOOP FEED PUMP

Centralizer, vee block and pipe positioner
Machines with extended masts and angle drill

options use drill pipe guides. The guides are
operator selected. Use the pipe guide or cen- HPP1
tralizer in full extend or retract positions only.
A drill pipe centralizer is used to stabilize two HPP2

piece drill pipe connections when used in a sin-
gle pass drill method. The centralizer is placed
mid section of a single pass mast assembly. HIR
CLS
Vee block and pipe positioner are angle drill
accessories. The intended use is to stabilize
drill pipe during the change procedure.
COL
When the operators use these items for their
intended principal drill pipe alignment will be
proper for connecting drill pipe threads.
CIS
HEAD LOADER CENTRALIZER INTERLOC
When the centralizer is out the CLS proximity

switch closes and powers the HIR to energize
the CIS solenoid and turn the light off.
When the centralizer is in the CLS proximity

switch opens. Both HPP proximity switches
power the HIR to energize the CIS solenoid and
turn off the light.
When the feed system carrier sprocket moves

into the HPP proximity switch range the HPP
proximity switch opens and breaks power to the
HIR. When the HIR de energizes the CIS vents
Caution: the feed pump to zero and the light comes on in
The rotary head may come in contact with the the cab to alert the operator.
pipe guide or centralizer if not full retract or
extend position.
A combination of proximity switches, control

relays and solenoid valves may be used as a
safety to protect these items. This circuit will
give notice to the operator that the guides are in
position.
The safety circuit may be a visual indicator light

or it may vent the feed pump to stop hydraulic
system operation.
Page 36
CIS
T T
w
V
w
FOS w
T T
X
HPP2 D55SP FEED SYSTEM
Note!:
When the feed pump pressure is near zero the
feed and hoist circuits and lower stacker circuits
FCS are affected.
HPP1
RLS
LLS
D55SP MAST
Hydraulic systems will vent the feed pump to a

near zero pressure and stop the feed down
mode until the centralizer position is corrected.

Drill Monitor System.
EOP AND ECT

1991 - 1996
FSR/SDR
EOP AND ECT HAVE BEEN REMOVED

FROM THE DMS WITH 1996 MODEL
ENGINES AS THESE ARE MONITORED
BY ENGINE MANUFACTURERS
Power to the DMS is initiated from the key

switch and the main relay as standard.
When customer options include a prelube

SR SR
starter system power to the DMS is initiated
after the prelube cycle occurs. A self latching
relay (SR) enables power to the DMS.
BPS SPB PTR SMS
The DMS power light will illuminate after the
prelube time cycle completes. Continue to hold
the bypass switch after the start cycle until
engine runs smooth at low idle. + -
SR
DMS
Page 38
ELECTRICAL COMPONENT ABREVIATION AC/DC VOLTAGE RESISTANCE
SPECIFICATIONS FL 0 - 24VDC 70 WATT
SMS 0 - 36VDC 65AMP CON

120 AMP INT
FLG 0 - 24VDC 33.5 - 240OHM

GENERAL
CB 0 - 30VDC 10 - 175 AMP
Electrical components are purchased parts from CR 12VDC 10AMP

8 PIN 24VDC 20AMPS@28VDC
various vendors. Sandvik engineers determine
ratings and capacities required for the dedi- CR
11 PIN
24VDC 10AMPS
cated circuits.
LTPS (500) 0 - 12VDC 25 - 29OHM
RTPS (500) 0 - 12VDC 25 -29OHM
DESCRIPTION FPV 0 - 24 VDC
RPV 0 - 24 VDC
The following table may not show every compo-
LTPS (900) 0 - 24VDC 11OHM
nent and may be modified on a as needed
basis. RTPS (900) 0 - 24VDC 11OHM
QB1 15 - 24VDC 250 mA

COMMAND SIGNAL 0 - 10VDC 4 - 20 mA
We reserve the right to change electrical com-
ponents on a as needed basis when new or CBS 2.5 - 220VDC 16WATT
improved components become available. MCS 0 - 24VDC 33 - 45OHM
TCS 0 - 24VDC 33 - 45OHM

Component abbreviations and descriptions will
MDS 0 - 24VDC 33 - 45OHM
be shown and the specifications will be given for
troubleshooting purpose only. FVS 0 - 24VDC 33 - 45OHM
RRP 12/48VDC 200MA/200Hz
ABREVIATION AC/DC VOLTAGE RESISTANCE FRP 12/48VDC 200MA/200Hz
FLS 24/ 28VDC FULL 33.5 + 6 CAT 24VDC 5AMP@24VDC

EMPTY 240 + 20
CIT 24VDC 5AMP@24VDC
ATS 0 - 24VDC 25OHM
PVS (19.2/28.8) 24VDC 20MA/31W
WTS 0 - 24VDC 2 OHM
LBS 0 - 24VDC 33 - 45OHM
ESS
RBS 0 - 24VDC 33 - 45OHM
RSS
BAT 8D/12VDC/1400CCA Purchased electrical components need to be

CR 0 24VDC 51 MA/472OHM properly connected into our wiring systems.
FOS 0 - 24VDC 33 - 45OHM
LTR
CLO 1.8 - 265VDC 9.5WATT
CHI 1.8 - 265VDC 9.5WATT
EDC 12 AND 24 VDC
LRP 12/48 - 24VDC 200MA/200Hz
MR 12/36 - 24VDC 53OHM/25°C
OPS
RHU 0 - 24VDC 10AMP
FRS 0 - 30VDC 5AMP CONT

3AMP INT@28VDC
Component Specifications Page 39

Common electrical components connections. It is recommended to make secure sealed con-
nections with approved Deutsch type two and
Compressor filter pressure switch 007947-073 three pin connectors.
has three wires standard and we only uses two
of the three wires. Our Deutsch kit part number 019244-112.
007947-073 CFP2
USE BLACK AND WHITE WIRE
DISREGARD RED WIRE
019244-112
The engine coolant level sensor differ from the

hydraulic and diesel fuel sensors. Oil and water
type sensors are not interchangeable.
CATERPILLAR ENGINE CLS

RED WIRE - PIN A + 8 VDC ECM PIN 8
BLACK WIRE - PIN B RETURN ECM PIN 15
GREEN WIRE - PIN C SUPPLY ECM PIN 36
BLUE WIRE - NOT UTILIZED
Level sensors for engine coolant, diesel fuel

and hydraulic oil have three wire connectors.
Tier two Caterpillar engines of the C15 and C16

models have the engine coolant sensor config-
ured to the engine control module. Low coolant
level creates a logged code in the ECM.
Page 40
ELECTRICAL SYSTEMS COMPONENT DESCRIPTIONS
Blasthole abbreviated nomenclature and components for 12, 24 vdc and (AC ) systems.
ABREVIATION/COMPONENT ABREVIATION/COMPONENT ABREVIATION/COMPONENT
A B COP COMPRESSOR OIL PRESSURE SW.
ACB ALTERNATOR CIRCUIT BREAKER BAT BATTERY CP CONTROL PANEL
ACC AIR CONDITIONING CLUTCH BCH BOOM CONTROL HORIZONTAL CPM CIRCULATING PUMP/MOTOR
ACH AUXILLARY CAB HEATER BCV BOOM CONTROL VERTICLE CPS CENTRALIZER PROXIMITY SWITCH
ACT ACTUATOR 3508 BDS1 BATTERY DISCONNECT SWITCH 1 CR CONTROL RELAY
ACT ANALOG COOLANT TEMPERATURE BDS2 BATTERY DISCONNECT SWITCH 2 CSP COMPRESSOR SEPERATOR PRESS.
ACV AIR CONTROL VALVE BL BOOM LOWER CSW COMPRESSOR HI/LO SWITCH
AD ANGLE DISPLAY BMS BLOWER MOTOR SWITCH CTS COMPRESSOR TEMPERATURE SW.
ADH ANGLE DISPLAY HORIZONTAL BPS BYPASS SWITCH CUP CAB RAMP UP PUSHBUTTON
ADV ANGLE DISPLAY VERTICLE BR BOOM RAISE D
AET ANALOG ENGINE TEMPERATURE BS BASE STACKER DCP DUST COLLECTOR PURGE SWITCH
AJO ANTI JAM ON SWITCH BS BOTTOM STACKER DCS DUST COLLECTOR SOLENOIDS
AJP ANTI JAM PRESSURE SWITCH BSL BOOM SWING LEFT DCT DUST COLLECTOR TIMER
ALB AUTO LEVEL BOX BSR BOOM SWING RIGHT DH DOG HOUSE
ALC AUTO LEVEL CONTROLS C DHL DUST HOOD LIGHT
ALF AUTO LEVEL OFF SWITCH CAC CAB AIR CONDITIONER DHU DUST HOOD UP PROXIMITY SW.
AJP ANTI JAM PRESSURE SWITCH CAP CAPACITOR DI DIODE
ALT ALTERNATOR CAT COMPRESSOR AIR TEMPERATURE DIA DIAGNOSTIC LIGHT
AOF AIR VALVE OFF CB CIRCUIT BREAKER(S) DIS DIAGNOSTIC SWITCH
AON AIR VALVE ON CBD COMPRESSOR BLOWDOWN SWITCH DL DOME LIGHT
APS1 AIR PRESSURE SWITCH 2 CBS COMPRESSOR BYPASS SOLENOID DLD DOME LIGHT DIMMER
APS2 AIR PRESSURE SWITCH 2 CBV COMPRESSOR BLOWDOWN VALVE DLS DOME LIGHT SWITCH
AR AUTO LEVEL RELAY CC COMMON CONNECTOR DMS DRILL MONITOR SYSTEM
AS ANGLE SENSOR CDN CAB RAMP DOWN PUSHBUTTON DNR DOWN RELAY
ASI AUTO TONG SWING IN CFL COMPRESSOR FILTER LIGHT DP DRILLER PANEL
ASO AUTO TONG SWING OUT CFP1 COMPRESSOR AIR FILTER PRESS. DPH DIESEL PREHEATER
ASW AIR ON/OFF SWITCH CFP2 COMPRESSOR OIL FILTER PRESS. DPL DIESEL PREHEATER LIGHT
ATC AUTO TONG CLAMP CFS CONTROL OFF SWITCH DPS DIESEL PREHEATER SWITCH
ATG AIR TEMPERATURE GAUGE CHI COMPRESSOR HIGH SOLENOID DPS DRILL PROPEL SELECTOR SWITCH
ATR ANTI JAM TIMER RELAY CIT COMPRESSOR INTERSTAGE TEMP DR DRILL RELAY(S)
ATS AIR TEMPERATURE SENSOR CKE CHECK ENGINE LIGHT DSW DUST/WATER SOLENOID
ATU AUTO TONG UNCLAMP CLO COMPRESSOR LOW SOLENOID E
AVC AIR VALVE CONTROLER COL CONSOLE ON LIGHT ECF ENGINE COOLANT FLOW SW.
AVS AIR VALVE SWITCH CON CONNECTOR ECL ENGINE COOLANT LEVEL SW
ECM ENGINE CONTROL MODULE FECV FEED EXT CONT VERTICLE FTR FEED TILT RIGHT CONTROLLER
Component Descriptions Page 41

ECP ENGINE COOLANT PREHEATER FED FEED EXTEND DOWN STROKER FVS FEED VENT SOLENOID
ECT ENGINE COOLANT TEMPERATURE FEU FEED EXTEND UP STROKER G
EDC ELECTRONIC DEPTH COUNTER FFR FAST FEED RELAY GCS GROUND/CAB SELECTOR SWITCH
EFFL ENGINE FUEL FILTER LIGHT FFS FAST FEED SWITCH GDN GRND/RAMP DOWN PUSHBUTTON
EFFS ENGINE FUEL FILTER SWITCH FFV FAST FEED SOLENOID VALVE GEN GENERATOR SWITCH
EFL ENGINE FUEL LEVEL FIL FOAM INJECTION LIGHT GL GAUGE LIGHT
EFP ENGINE AIR FILTER PRESSURE FIP FOAM INJECTION PUMP GLS GAUGE LIGHT SWITCH
EIS ETHER INJECTION SWITCH FIS FOAM INJECTION SWITCH GOV ELECTRONIC GOVERNOR MODULE
EMB ENGINE MODULE BREAKER FJC FRONT JACK CONTROLLER GP GAUGE PANEL
ENC ENCODER FJL FRONT JACK LIGHT GS GENERATOR SOLENOID
EOP ENGINE OIL PRESSURE FJS FRONT JACKS PRESSURE SWITCH GUP GRND/RAMP UP PUSHBUTTON
EOT ENGINE OIL TEMPERATURE FL FLOOD LIGHT H
EP ENGINE PANEL FLG FUEL LEVEL GAUGE HBS HOLDBACK SOLENOID
EPB ETHER PUSHBUTTON FLS FUEL LEVEL SENDER HC HOIST CONTROL
EPS ENGINE PRESSURE SWITCH FOR FEED OVERRIDE RELAY HDS HOOD DOOR SWITCH
ER ETHER RELAY FOS FEED OVERRIDE SOLENOID HFP HYD FILTER PRESSURE SWITCH
ESL ENGINE STOP LIGHT FPA FEED PRESSURE AMPLIFIER BOARD HIR HEAD INTERLOC RELAY
ESM ENGINE SPEED METER FPC FEED PRESSURE CONTROL HMS HOUR METER SENDER
ESO ETHER SOLENOID FPD FEED PUMP DOWN COIL HOL HYDRAULIC OIL LEVEL
ESPB EMERGENCY STOP PUSHBUTTONS FPL FRONT JACK PRESSURE LIGHT HOT HYDRAULIC OIL TEMPERATURE
ESS ENGINE SPEED SENSOR FPL FILTER PRESSURE LIGHT HPP HEAD POSITION PROXIMITY
ETR ETHER TIMER RELAY 3508 FPS FILTER PRESSURE SWITCH HPP1 HEAD POSITION PROXIMITY 1
ETS1 ENGINE TEMPERATURE SWITCH FPS FEED PUMP STROKER HPP2 HEAD POSITION PROXIMITY 2
ETS2 ENGINE TEMPERATURE SWITCH FPU FEED PUMP UP COIL HRS HOOD RETRACT SWITCH
F FPV FEED PRESSURE VALVE HSW HOLDBACK SWITCH
FBPB FAN BYPASS PUSHBUTTON FRF FEED REPLENISHMENT FILTER HWI HOLDING WRENCH IN CONTROL
FBS FAN BYPASS SOLENOID FRHL FRONT/REAR HI/LO LEVEL SENSOR HWO HOLDING WRENCH OUT CONTROL
FC FEED CONTROLLER FRL FRONT JACK LIGHT HWS HOLDING WRENCH SWITCH
FCH FEED CONTROLLER HORIZONTAL FRP FRONT JACK PROXIMITY SWITCH HVS HOLDING VALVE SOLENOID
FCM FEED CONTROL MODULE FRS FEED RETRACT SWITCH HWI HOLDING WRENCH IN CONTROL
FCS FEED CYLINDER SWITCH FS FUEL SOLENOID I
FCV FEED CONTROLLER VERTICLE FS FEED STACKER IL INSTRUMENT LIGHT
FDF FEED DUMP FORWARD SOLENOID FSP FIRE SUPPRESSION PRESSURE SW. ILS INSTRUMENT LIGHT SWITCH
FDR FEED DUMP REVERSE SOLENOID FSR FUEL SOLENOID RELAY INC INCREMENT/DECREMENT SWITCH
FEC FEED EXTEND CONTROLLER FTC FEED TRAM CONTROLLER IP INSTRUMENT PANEL
FECH FEED EXT CONT HORIZONTAL FTL FEED TILT LEFT CONTROLLER IRS IDLE RUN SWITCH
IL INSTRUMENT LIGHT LT LUBE TIMER P
Page 42
ILS INSTRUMENT LIGHT SWITCH LTC LEFT TRAM CONTROLLER PBI POWER BREAK IN CONTROL
INC INCREMENT/DECREMENT SWITCH LTPS LEFT TRAM PUMP STROKER PBC POWER BREAKOUT CLAMP
IP INSTRUMENT PANEL LTR LUBE TIMER RELAY PBL PLUGGED BIT LIGHT
IRS IDLE RUN SWITCH LTS LUBE TIMER SOLENOID PBS PLUGGED BIT SOLENOID
ITR IDLE TIMER RELAY LU LOADER UNLOCK CONTROL PBU POWER BREAKOT UNCLAMP
J M PGI PIPE GUIDE IN CONTROL
JB JUNCTION BOX 1 (CAB) MCB MAIN CIRCUIT BREAKER PGO PIPE GUIDE OUT CONTROL
JB JUNCTION BOX 2 (ENGINE) MCS MODE CONTROL SOLENOID PGS PIPE GUIDE SWITCH
JB JUNCTION BOX 3 (COMPRESSOR) MDS MOTOR DISPLACEMENT SOLENOID PHDL PRESET HOLE DEPTH LIGHT
JB JUNCTION BOX (MAST) MJB MAST JUNCTION BOX PITH PIPE IN THE HOLE SWITCH/LIGHT
K ML MAP LIGHT PL PANEL LIGHTS
KS KEY SWITCH MLC MAST LOCK CONTROLLER PL1 PANEL LIGHT1
L MLD MAST LOCK DISENGAGE LIGHT PL2 PANEL LIGHT 2
LBS LEFT BRAKE SOLENOID MLE MAST LOCK ENGAGE LIGHT PLC PROGRAM LOGIC CONTROLLER
LEL LEVEL LIGHT MLS MAIN LIGHT SWITCH PLP PIPE LOADER PROXIMITY
LFP LEFT FRONT PROXIMITY SWITCH MP MONITOR PANEL (DMS) PLS PANEL LIGHT SWITCH
LFS LEFT FRONT JACK LIMIT SWITCH MR MAIN RELAY PM PRESSURIZATION MOTOR
LIP LEFT INSIDE PROXIMITY SWITCH MRC MAST RAISE/LOWER CONTROLLER POS PRESSUR OVERRIDE SWITCH
LL LOADER LOCK CONTROLLER MS MIDDLE STACKER PPD PICKUP POT DOWN CONTROL
LLS LOADER LOCK SWITCH MS MICROSWITCH PPU PICKUP POT UP CONTROL
LLT LUBRICATOR LIGHT MSS MODE SELECTOR SOLENOID PS PRESSURE SWITCH
LOP LEFT OUT PROXIMITY SWITCH MSW MODE SELECTOR SWITCH PTS PRELUBE TIMER SOLENOID
LPS LUBE PRESSURE SWITCH O PVS PUMP VENT SOLENOID
LRHL LEFT/RIGHT HI/LO LEVEL SENSOR OFS ON/OFF SOLENOID R
LRJC LEFT REAR JACK CONTROLLER OPG OIL PRESSURE GAUGE RAD RADIO
LRL LOADER ROTATE LEFT CONTROL OPS OIL PRESSURE SENDER RBS RIGHT BRAKE SOLENOID
LRL LEFT REAR JACK LIGHT ORS OVERRIDE SWITCH RC ROTATION CONTROLLER
LRP LEFT REAR PROXIMITY SWITCH OTA OVER TILT ALARM RCS ROTARY CONTROL SWITCH
LRR LOADER ROTATE RIGHT CONTROL OTL OVER TILT LIGHT RDS REMOTE DEADMAN SWITCH
LRS LEFT REAR JACK LIMIT SWITCH OTM OVER TILT MODULE RES RESISTER
LS LUBE SOLENOID OTP OVER TILT PRESSURE SWITCH RFL RIGHT FRONT JACK LIGHT
LSB LIGHT SWITCH BREAKER OTR OVER TILT RELAY RFP RIGHT FRONT PROXIMITY SWITCH
LSI LOADER SWING IN CONTROL OTS OVER TILT SENSOR RFS RIGHT FRONT JACK LIMIT SWITCH
LSO LOADER SWING OUT CONTROL RHE RHEOSTAT
LSS LOAD SENCE SOLENOID RHM ROTARY HOUR METER
LSW LUBRICATOR SWITCH RHU ROTARY HEAD UP PROXIMITY SW.
RIP RIGHT INSIDE PROXIMITY SWITCH STS1 STARTER SOLENOID 1 WAL WARNING ALARM

RJL RIGHT JACK UP LIGHT STS2 STARTER SOLENOID 2 WAM WASHER MOTOR
RLS RAISE/LOWER SELECTOR SWITCH SS SEAT SWITCH WAS WASHER SWITCH
RMS ROTARY MOTOR SOLENOID T WCS WINCH CONTROL SWITCH
ROP RIGHT OUSIDE PROXIMITY SWITCH TA1 TRAM ALARM WGB WINCH GROUND CONTROL BOX
ROS ROTATION OVERRIDE SOLENOID TA2 TRAM ALARM WIA WATER INJECTION AMPLIFIER
RPA ROTATION PRESSURE AMPLIFIER TAL TRAM ALARM WAL WARNING ALARM
RPC ROTATION PRESSURE CONTROL TAR TRAM ALARM RELAY WAM WASHER MOTOR
RPF ROTATION PUMP FORWARD COIL TB TERMINAL BOARD WS WIPER SWITCH
RPR ROTATION PUMP REVERSE COIL TCS TORQUE CONTROL SOLENOID WSW WARNING ALARM SWITCH
RPS ROTARY PRESSURE SWITCH TFS TRAM FOOT SWITCH WTG WATER TEMPERATURE GAUGE
RPV ROTARY PRESSURE VALVE TGS THREAD GREASE SOLENOID WTS WATER TEMPERATURE SENDER
RRA ROTATION RATE AMP BOARD TGSW THREAD GREASE SWITCH
RRJC RIGHT REAR JACK CONTROLLER TIBP TRAM INTERLOC BYPASS
RRL RIGHT REAR JACK LIGHT TIJB TRAM INTERLOC JUNCTION BOX
RRP RIGHT REAR PROXIMITY SWITCH TIM TAMROCK INTEGRATED MEASURING ELECTRIC MACHINE APPLICATION (DC)
RRS RIGHT REAR JACK LIMIT SWITCH TOL TIMER ON LIGHT B
RS REMOTE START TPB TEST PUSHBUTTON BB BUS BAR
RSD RIGHT STRUT DISENGAGE TPL TRAM POWER LIGHT C
RSE RIGHT STRUT ENGAGE TR TRAM RELAY(S) CC COMMON CONNECTOR
RSM ROTARY SPEED METER TS TIMER SWITCH CDI CABINET DOOR INTERLOC SWITCH
RSS ROTARY SPEED SENSOR U CIG CIGARETTE LIGHTER
RTC RIGHT TRAM CONTROLLER UPR UP RELAY CPT CONTROL POWER TRANSFORMERS
RTPS RIGHT TRAM PUMP STROKER V CRB CABLE REEL BYPASS SWITCH
RTS REMOTE TRAM SELECTOR VC VOLTAGE CONVERTER CRH CABLE REEL HEATER
S VM VOLT METER CRI CABLE REEL INTERLOC RELAY
SDR SHUTDOWN RELAY VSF VARIABLE SPEED FAN SWITCH CRJB CABLE REEL JUNCTION BOX
SJB STROKER JUNCTION BOX VSS VARIABLE SPEED SOLENOID CRM CABLE REEL MOTOR
SL STROBE LIGHT VVS1 VARIABLE VOLUME SOLENOID 1 CROT CABLE REEL OVER TRAVEL SW.
SLS STROBE LIGHT SWITCH VVS2 VARIABLE VOLUME SOLENOID 2 CRSS CABLE REEL SLACK SWITCH
SMS1 STARTER MAGNETIC SWITCH W CT CURRENT TRANSFORMER
SMS2 STARTER MAGNETIC SWITCH WAL WARNING ALARM D
SPB STARTER PUSH BUTTON WAM WASHER MOTOR DH DOG HOUSE
SPS STACKER PRESSURE SWITCH WAS WASHER SWITCH DJB DOG HOUSE JUNCTION BOX
STB SOLENOID TERMINAL BOARD WCS WINCH CONTROL SWITCH E
STR1 STARTER MOTOR WGB WINCH GROUND CONTROL BOX EL ELECTRIC LIGHT
STR2 STARTER MOTOR WIA WATER INJECTION AMPLIFIER ELP ELECTRIC LIGHTING POWER SUPPLY
EMH ELECTRIC MOTOR HEATER S
Page 44
EMJB ELECTRIC MOTOR JUNCTION BOX SH SPACE HEATER
F SI SAFETY INTERLOC
FJB FRONT JUNCTION BOX T
FLU FLUORESCENT LIGHT TC THERMOSTAT CONTROL
FLUS FLUORESCENT LIGHT SWITCH THER THERMOSTAT
G U
GFM GROUND FAULT MONITOR UVR UNDER VOLTAGE RELAY
HBB HEATER BREAKER BOX
HF HOUSE FAN 1-3
HVJB HIGH VOLTAGE JUNCTION BOX
LCB LOAD CENTER BOX
LJB LIGHTING JUNCTION BOX
LLC LIGHTIN LOAD CENTER
LML LEFT MAST JUNCTION BOX
MCC MOTOR CONTROLLER CABINET
MCP MOTOR CONTROL POWER
MD MAIN DISCONNECT SWITCH
MH MACHINE HOUSE
MM MOTOR MANAGER
MMF MOTOR MONITOR FAULT
MMS MAIN MOTOR STOP 1-3
MPS MAIN POWER SWITCH
MWT MOTOR WINDING TEMPERATURE
REC RECEPTACLE
RPH REVERSE PHASE SEQUENCE
RSP REMOTE START PANEL
RST REMOTE START PUSHBUTTON
RTD MOTOR TEMP SENSORS 1-6
RTR REEL TIMING RELAY

Page 46
SERVICE LITERATURE Drill Monitor System 015702-000
Solenoid Service 017503-000

GENERAL Auto Level CPU 018009-000
This section will give reference material specifi-
Automatic Leveling 018083-000
cation numbers for electrical systems that are
available in blasthole service procedures.
Sigma Air Conditioner/Heater 018146-000
DESCRIPTION Sigma Air Conditioner/Heater 018146-001
When component adjustments or repairs are Engine Perkins 3.152 Genset 019105-001
needed it is advisable to use the service proce-
dures. Engine Perkins 4.236 Genset 019105-002
This section may be updated as new proce- Sigma Air Conditioner/Heater 019148-000
dures are written.
Auto Level Schematic 019699-000
Hupp Air Conditioner/Heater 002712-051
DMS Dip Switch Chart 021531-001
Engine ETS HP Application 003171-000
Engine ETS LP Application 004318-000
Centralized Lubrication 006113-000
Tachometer Installation Caterpillar 006269-000
Engine ETR LP Application 006814-00
Engine ETR HP Application 006814-002
Tachometer Installation Cummins 007672-000
Air Conditioner - Sigma 008692-000
Voltage Converter 011017-000
Centralized Lubrication 011060-000
Lubricator 011362-000
Controller Adjustment 014441-000
Electronic Monitoring System 014985-000
Engine ETR HP Application 015351-000
Amplifier Board Adjustment 015509-000

Appendix 1 - Electric Systems Service Literature - Page 1

Service and Repair Manual: Original Instructions

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What safety precautions should be taken when operating drilling equipment?

What safety precautions should be taken when operating drilling equipment?

What are the different hazard signal words used in the manual and what do they indicate?

What are the different hazard signal words used in the manual and what do they indicate?

Original instructions

Service and Repair Manual

Indicates an hazardous situation which,

Indicates a hazardous situation which,

Indicates a situation which, if not avoided,

Safety Labels and Signals

General Hazard Symbol

Safe Operating Practices for Drillers iii

• Intoxicants and narcotics

• Use of personal protective equipment (PPE)

• Mine site organization and supervision

Managing Work Related Hazards

• Validate training methods

• Will the drilling take place in wet formations?

Periodic Safety Inspections

The operator shall be responsible to ensure:

Safe Operating Practices for Drillers v

Personal Protective Equipment (PPE)

Safe Operating Practices for Drillers vii

Prolong exposure to diesel emissions will increase the risk of death or

Only operate and maintain the equipment according to all applicable

Intended use of this Rig

Recommended Operating Conditions

Manners and Conditions In Which This Machine Should NOT Be Used

• Inadequate training of operator.

Repairs and Fabricated Replacement Parts

Fabricated replacement parts that are shipped partially assembled or

Safe Operating Practices for Drillers ix

Safe Operating Practices for Drillers xi

It is the responsibility of management to:

Rainfall And Flooding

Thunderstorms And Lightning

Safe Operating Practices for Drillers xiii

• all windows are closed

Electrical charge should dissipate immediately after impact.

Guards have been designed to protect the users of

• Engine to pump gearbox driveshaft

Safe Operating Practices for Drillers xv

ALTERNATOR BELT COVER

Tramming Disable Foot Switch

Hydraulic Pressure Release

• Gloves and PPE are worn.

1. Determine if mast is vertical or horizontal.

Safe Operating Practices for Drillers xvii

Flammable products on this machine include:

• Gases emitted from batteries

1. Turn the machine off.

Ansul Checkfire 210 Detection and Actuation System

Safe Operating Practices for Drillers xix

IN CASE OF FIRE: Automatic System Operation

DELAY/RESET/SILENCE (Gray) Button

FRONT PANEL INDICATORS

Maintenance tasks requiring a high level of technical skill include:

Safe Operating Practices for Drillers xxi

• Were personnel injured?